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Digitized  by  the  Internet  Archive 

in  2008  with  funding  from 

IVIicrosoft  Corporation 


http://www.archive.org/details/forgedsteelwaterOObabcrich 


FORGED     STEEL    WATER-TUBE 

MARINE    BOILERS 


Manufactured  by 

THE    BABCOCK  &  WILCOX    CO. 

NEW    YORK,    U.  S.   A. 

AND 

BABCOCK    &    WILCOX,    Limited 

LONDON,    ENGLAND 


HIGHEST    AWARD,     GRAND    PRIX,    EXPOSITION    UNIVERSAL 
PARIS,    1900 


FIRST  EDITION 

THIRD   ISSUE 


NEW    YORK    AND    LONDON 

1908 


Copyright  190S  by  The  Babcock  &  Wilcox  Co. 


ENGINEERING  LIBRARY 


THE    BABCOCK    &    WILCOX    CO. 

85  LIBERTY  STREET,  NEW  YORK,  U.  S.  A. 

WORKS:   BAYONNE,    NEW   JERSEY  AND  BARBERTON,  OHIO,  U.  S.  A. 


Directors 

EDWARD  H.  WELLS,  Preside -t  W.  D.  HOXIE,  Vice-President 

J.  G.  WARD,  Treasurer  E.  R.  STETTINIUS,  2d  Vice  President  F.  G.  BOURNE 

J.  E.  EUSTIS,  Secretary  O.  C.  BARBER  C.  A.  KNIGHT 


Branch  Offices 


ATLAXTA,  GA.,  U.S.  A. 
HOSTON,  MASS.,  U.  S.  A. 
CHICAGO,  ILL.,  U.  S.  A. 
CLEVELAND,  O..  U.  S.  A. 
DENVER,  C"l.,  U.S.  A. 
GEORGETOWN       . 
HAVANA,  CUBA      . 
MANILA 


113=  Candler  Biiildingf 

10  Post  Otiice  Squ.ire 

.    1207  Marquette  Building 

706  New  England  Building 

435  Seventeenth  Street 

.  Denierara,  British  Guiana 

.     116}^  Calle  de  la  H.-ivana 

Philippine  Islands 


Export  Department,  Ne70  York. 
TELEGRAPHIC  ADDRESS  :  FOR  NEW  YORK, 


LOS  ANGELES.  CAL.,  U.  S.  A.  .  .  .  321  Trust  Building 
NEW  ORLEANS,  LA.,  U.S.  A  .  .  .  533  Baronne  Street 
PHILADELPHIA.  PA.,  U.  S.  A.  mo  North  American  Building 
PITTSBURG.  PA.,  U.  S   A.,  Farmers  Deposit  Bank  Building 

SALT  LAKE  CITY,  U.,  U.  S.  A 313  Atlas  Block 

S.\N  FRANCISCO.  CAL.,  U.S.  A.  .  .  .  63  First  Street 
SEATTLE,  WASH.,  U.  S.  A.  .  .  218  Second  Avenue,  South 
SAN  JUAN Porto  Rico 

Alberto  de  Verastegui,  Director 
'GLOVEBOXES,"  FOR  HAW fiH A,'' BABCOCK." 


BABCOCK   &  WILCOX,     LIMITED 

ORIEL    HOUSE,    FARRINGDON  STREET,    LONDON,    E.G. 
WORKS:  RENFREW,  SCOTLAND 


Directors 


JOHN  DEWRANCE,  Chairman 
ARTHUR  T.  SliMPSON 
W.  D.  HOXIE 


JAMES  H.  ROSENTHAL,  Managing  Director 
F.  G.  BOURNE 
CHARLES  A.  KNIGHT 

WALTER  COLLS,  Secretary 


Branch  Offices 

GLASGOW 29  St.  Vincent  Place  MELBOURNE 

MANCHESTER 14  Deansgate  SYDNEY  . 

NEWCASTLE 42  Westgate  Road  MONTREAL 

MIDDLESBROUGH The  Exchange 

CARDIFF 129  Bute  Street  TORONTO       . 

BIRMINGHAM        .        .           Winchester  House,  Victoria  Square  MEXICO 

BRUSSELS 68  Boulevard  du  Nord  LIM.\ 

MILA.V 4  Via  Dante  BOMBAY 

MADRID I  Ventura  de  la  Vega  YOKOH.\MA 

BELFAST          .        .        .  Ocean  Buildings,  Donegal  Square  East  IPSWICH 


Victoria,  9  William  Street 

427  &  429  Sussex  Street 

New  York  Life  Insurance  Co.'s  Buildings 

II  Place  d'Armes 

Traders'  Bank  Building 

Centro  Mercantil,  3er  Fiso,  No.  25 

Sucursal  de  la  Costa  del  Pacifico 

Hornby  Road 

Japan 

Gordon  Terrace,  Kemball  Street 


Allied  Companies 

FONDERIES    ET    ATELIERS     DE    LA    CORNEUVE,   6    Rue   la  Ferriers,  Paris,  France 

DEUTSCHE  BABCOCK   &  AVILCOX   DAMPFKESSEL  W^ERKE   ACTIENGESELLSHAFT 

I,  Kaiser  'Wilhelm  Strasse,  Berlin,  Germany,  and  Oberhause;i,  Germany 


Foreign  Representatives 


Todd  cS:  Samuel 
British  Engineering  Co. 


A.  D.  ZACHARIOU  &  Co. 

.  John  Chambers  &  Son,  Ltd, 

.    Mack.w  &  Macarthur 

Morgan  &  Elliot 

,       .       .       Morgan  it  Elliot 

.  Erstk  Brunner  Maschinen 


ADELAIDE,  South  Australi 
ALEXANDRIA,  Egypt    . 

OF  Egypt,  Ltd. 
.A.THENS,  Greece 
AUCKLAND,  New  Zealand 
BANGKOK,  Siam 
BARCELONA,  Spain  . 
BILBAO,  Spain    . 
BRUNN,  Austria 

F.\briks-Ges, 
BUCHAREST.  Roumania  .        .    Actien-Gesellschaft  FlJR 

Maschinen-Handel  Etc.,  vorm.^ls  E.  Behles 
nUDAPEST,  Hungarv.DANUBIUS  SCHOENICHEN-HaktmANN 
BUENOS  AYRES.  Argentine  Repuhlic  .         Agar  CROSS  &  CO. 
CHILE,  South  America      (  ALEXANDER  YOUNG  LTD.  (London) 
(  liHN  R.  Be.AVER  (Valparaiso) 

CHRISTIANIA.  Norway    .        .    '  A'S.  Thunes,  Mekaniska- 

Vaerksted 
COLOMBO,  Ceylon        .        .        .    WALKER,  SONS  &  Co.,  LTD. 


COPENHAGEN,  Dei 

&  WAIN'S  MASMW-OG-i 
ESKILSTUNA,  Sweden 

Aktiebolag 
FRE.MANTLE,  Wester^ 
GIJON,  Spain 
JOHANNESBURG.  So 
KI.MBERLEY,  South  1 
LISBON,  Portugal 
Moscow,  Russia 
POLAND.  DeutscHH 
WBRKE  ACT    GES^ 
PORTO  ALEGRE 
RIO  GRANDE  DO  SUL"!  , 
KIO  DE  JANEIRO  •        j 
RANG0(3N.  Burma  '<, 
S.MYRNA.  Asia  Minaj  . 
ST.  PETERSBURG.fkussia 
TAMMEKFORS.  Finlind   . 
THE  H.\GUE,  HoU^    .     . 


IiVet  BurmeistIr'^,^. 


Pells  Mekan-Verkstads 

.    John  M.  Sumner  &  Co. 
^ock^-w^iTc^^AfJiMI^gT- 

/   .       .       .      Guinle  &  Co. 
sKabWADDY  Flotilla  Co.     _.    ' 


LIMA,  Peru 

TELEGRAPHIC  ADDRESSES  FOR  ALL  OFFICES  EXCEPT  B 


LTN. 


PEDRO  MARTINTO 

BABCOCK" 


FOR  BERLIN  AND  OBERHAUSEN,  '' AQUADUCT'' 


909015 


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THE  WATER-TUBE  BOILER— STATUS  AND  HLSTPf^^Y 

HE  marine  engineer  of  to-day,  conversant  witli  j;he,Qurrer)t;'>  ,"j  ;,  ;  >   . 
technical  literature  of  his  calling,  is  no  longer  in  doubt  ''"''>''  '>''', 
regarding  the  position  of  the  water-tube  boiler  for  marine 
purposes.     He  is  not  only  convinced  that  it  has  come  to 
stay,   but   is   equally   sure  that   it  will,  at   no  late   date, 
supplant  the  boilers  of  the  fire-tube  variety  in  all  important 
steamers  on  lake  and  sea. 
The  question  of  its  advantages  and  the  exploitation  of  its  disadvantages 
have  afforded  themes,  during  recent  years,  for  voluminous  discussions  both  in 
the  technical  press  and  in  the  proceedings  of  the  great  law-making  bodies  of 
this  and  foreign  governments. 

By  these  mediums  the  theoretical  side  of  the  question  has  become 
too  familiar  to  admit  of  further  general  interest,  and  the  practical  side  of 
the  radical  change  involved  alone  remains  an  open  and  keenly  live  topic 
of  the  times. 

It  will  be  a  surprise,  however,  to  a  great  number  of  even  the  most 
advanced  followers  of  this  subject,  to  find  that  there  is  nothing  at  present  in 
the  market  in  the  shape  of  a  water-tube  boiler  that  can  claim  great  novelty  of 
design  or  principle.  Indeed,  it  will  be  seen  from  the  brief  outline  of  the 
history  of  the  water-tube  boiler,  as  given  in  the  next  chapter,  that  certain  types 
of  these  boilers,  now  being  pushed  into  prominence,  have  fac  similes  in  the 
archives  of  the  patent  office,  or  are  nearly  identical  with  types  tried  and 
abandoned  as  defective  years  ago. 

Persevering  effort  and  abundant  capital  can  secure  the  commercial  test  of 
any  type  with  a  theoretical  claim  for  efficiency.  The  type  that  will  endure, 
however,  must  appeal  to  engineers  through  actual  practical  advantages  both  in 
the  operation  and  in  the  care  of  the  plant.  That  such  permanent  advantages 
do  exist  in  some  types  of  the  water-tube  boiler  is  evidenced  by  the  increasing 
rapidity  with  which  old  steam  vessels,  formerly  using  fire-tube  boilers,  are  being 
re-boilered  with  the  water-tube  boiler,  and,  more  forcibly,  perhaps,  by  the 
almost  exclusive  adoption  of  this  variety  of  steam  generators  for  the  machinery 
of  new  war  ships  throughout  the  world. 

In  the  simplest  form  the  water-tube  boiler  closely  approaches  the  ideal. 
It  embodies  the  greatest  strength  with  least  steaming  weight.  It  can  be 
constructed  in  the  ship.  Its  parts  subject  to  wear  or  destruction  (the  tubes) 
can  be  bought  in  any  market  and  do  not  require  to  be  bent  to  special  forms, 
and  can  be  readily  renewed  without  specially  skilled  force.  There  are  no 
furnaces  to  threaten  with  dropping  crowns,  nor  any  large  fiat  stayed  surfaces 
under  pressure  and  subject  to  bulging,  or  annoying  and  wasteful  leaky  seams. 
The  speed  of  steam  raising  is  phenomenal  compared  with  that  safely  possible 
with  the  Scotch  boiler,  yet  an  ample  body  of  water  for  safe  and  easy  operation 


.is.uot  4A"^luded.  It  is  not  injured  by  "  forcing,"  nor  is  it  difficult  to  preserve 
,  '\ti  a  ^pactic^lly  constant  state  of  efficiency.  It  is  not  therefore  wonderful  that 
••ftSicliims  haVe  demanded  and  received  definite  recognition  and  that  it  is  no 

•    •  •  •         •       •    «  •  «  • 

•longer*  an  experiment. 

The  great  point  of  difference  in  the  several  types  of  water-tube  boilers  now 
on  the  market,  lies  in  the  character  of  the  tubes  used.  These  are  either  simple 
straight  tubes,  simple  bent  tubes  or  compound  straight  tubes,  the  latter  being 
constructed  with  a  smaller  tube  inside  of  each  main  tube  for  the  purpose  of 
promoting  circulation,  one  end  of  each  main  tube  being  closed. 

The  bent-tube  type  comprises  a  great  variety  of  designs,  the  tubes  being 
either  actually  bent  to  certain  sinuous  forms,  or  by  use  of  elbows  or  return 
bends  in  connection  with  short  sections  of  straight  tubing. 

The  bent  small  tube  variety  has  obtained  great  prominence  in  torpedo 
boat  work,  where  every  sacrifice  must  be  made  to  ligJitness  for  greatest  power  and 
for  speed  of  raising  steam.  The  objections  raised  to  this  type  are  no  secrets, 
and  they  lie  in  the  practical  difficulty  of  retubing,  and  in  preventing  loss  of  feed 
(and  consequent  burning  out  of  tubes)  when  operated  by  a  force  not  specially 
trained.  This  latter  is  due  to  the  small  body  of  water  in  the  boiler.  The 
inaccessibility  of  the  tube  ends  for  outside  cleaning  and  preservation  from 
corrosion  by  wet  ashes  and  dirt  is  among  the  "  cons  "  to  be  considered. 

Both  for  war  ships  and  merchant  marine  vessels  the  simple  straight-tube 
type  seems  to  best  meet  the  requirements,  and  the  present  tendency  is  to  show 
increasing  preference  for  this  kind  of  boiler.  The  advantages  are  so  obvious 
as  to  make  the  selection  a  most  natural  one.  The  points  of  merit,  in  detail, 
will  be  shown  later  on. 

Of  late  it  has  been  the  fashion  of  some  writers  antagonistic  to  the  success 
of  the  water-tube  boiler  to  claim,  inferentially  at  least,  that  the  old-style 
cylindrical  boiler  possessed  all  virtues  and  no  defects,  and  to  point  with 
trembling  pen  at  the  frightful  havoc  ensuing  from  the  introduction  of  even  the 
smallest  quantity  of  salt  feed  in  the  water-tube  boiler.  There  is  no  room  for 
expounding  the  dangers  of  salt  feed  or  any  other  dangers  attending  the 
cylindrical  boiler  service  ;  they  all  are  aged  and  familiar,  but  we  can  properly 
refer  to  an  interesting  statement  made  by  Mr.  Wingfield  in  a  speech  before  the 
Institute  of  Naval  Architects  at  Newcastle,  wherein  he  states  that  not  only 
may  water-tube  boilers  have  a  certain  proportion  of  salt  water  mixed  with  the 
feed,  but  that  one  vessel  made  a  large  part  of  the  voyage  to  South  America 
wholly  with  salt  feed. 

This  reference  is  not  quoted  for  misleading  purposes,  as  all  marine 
engineers  concede  the  criminality  of  purposely  using  salt  feed,  be  the  boiler  of 
shell  or  water-tube  type,  but  it  is  noted  simply  as  a  fact  confuting  the  state- 
ments of  the  ultra  conservative  holders  to  the  fire-tube  boiler,  and  goes  to  show 
that  with  a  water-tube  boiler  properly  designed  and  constructed,  even  the  bug- 
bear of  salt  feed  fails  to  materialize  as  ?.  forbidding  reality. 


After  the  recent  war  with  Spain,  it  was  found  necessary  to  renew  the 
furnaces  of  the  battle  ship  "Indiana,"  requiring  the  services  of  not  only  the 
New  York  yard  with  its  gang  of  boiler  makers,  but  the  furnaces  had  to  be 
corrugated  in  a  particular  shop ;  all  this  detained  the  ship  at  the  yard  for  four 
months.  Had  the  "Indiana"  been  equipped  with  say  ten  water-tube  boilers  of 
the  straight-tube  type,  the  tubes  being  expanded  into  place  with  ends  accessi- 
ble, the  first  three  rows  over  the  fire  might  have  been  removed  and  replaced, 
whether  blistered,  burned  and  bent  from  salt  and  oil  in  the  feed  or  from  any 
other  cause,  and  repairs  made,  entirely  by  the  ship's  talent,  in  not  more  than 
three  weeks'  time.* 

One  of  the  largest  firms  shipping  ore  from  Lake  Superior,  equipped  a  few 
years  ago  a  new  6000-ton  freighter  with  water-tube  boilers,  and,  when  asked 
what  they  considered  one  of  the  greatest  advantages  attained  by  the  use  of 
these  boilers,  replied  :  "  We  can  load  our  vessels  at  the  rate  of  a  thousand 
tons  an  hour  and  unload  them  almost  as  quickly.  This  means  that  our  stay 
in  port  is  only  a  little  over  six  hours.  In  that  time  we  can  blow  a  boiler  down, 
make  a  joint  on  boiler  steam  piping,  grind  in  a  leaky  safety  valve  or  renew  a 
tube ;  can  refill  and  have  full  steam  and  be  ready  to  sail  for  destination  as  soon 
as  the  ship  is  loaded,  and  yet  have  no  fear  of  straining  the  boilers  from  unequal 
expansion  in  getting  steam  quickly.  With  our  old  cylindrical  boilers  we  would 
just  about  have  them  cooled  off  ready  to  work  upon  by  the  time  the  ship  was 
loaded,  and  the  rest  of  the  time  occupied  upon  the  repairs,  refilling,  and  slowly 
raising  steam,  means  detention  of  the  ship  and  loss  to  us." 

On  the  great  lakes  of  North  America,  the  water-tube  boiler  is  used  to  a 
great  and  constantly  growing  extent.  Here  freight  is  carried  cheaper  than  on 
any  body  of  water  in  the  world,  and  the  commercial  success  in  the  adoption  of 
this  type  is  an  assured  fact  and  one  of  the  strongest  "  cards  "  in  the  claims  for 
its  advantages. 

*  The  "  Indiana  "  is  now  equipped  with  eight  Babcock  &  Wilcox  Water-Tube  Boilers. 


A    BRIEF   HISTORY   OF  THE   WATER-TUBE   BOILER 


^N  1804,  about  a  century  ago,  Col.  John  Stevens  built  and 
operated  upon  the  Hudson  River  a  little  steamboat,  68  feet 
long  by  14  feet  wide. 

The    machinery  of    this    vessel  consisted  of  a  single 
upright  cylinder  whose  piston  rod  moved  up  and  down  a 
cross  head,  which  in  turn   drove  two  cranks  by  means  of 
connecting    rods.      From  the  cranks   a  pair  of  shafts  led 
aft,  and  were  fitted  with  twin  screws. 


MACHINERY     OF     STEVENS     BOAT,     1804 


Steam  was  supplied  by  one  water-tube  boiler,  containing  lOO  tubes, 
2  inches  in  diameter  and  i8  inches  long.  One  end  of  each  tube  was 
fastened  to  a  central  water  leg,  the 
other  end  being  closed.  The  hot 
gases  passed  around  these  tubes,  the 
water  being  inside  of  them. 

This  vessel  attained  a  speed  of 
seven  miles  an  hour  and  was  one  of 
the  earliest  examples  of  the  use  of  the 
water-tube  boiler  for  marine  purposes.  stevens    1804 


The  first  purely  sectional  water-tube  boiler 
was  made  by  Julius  Griffith,  in  1821,  who 
used  a  number  of  horizontal  water  tubes  con- 
nected to  vertical  side  pipes,  which  were  in 
turn  connected  to  horizontal  gathering  pipes, 
and  these  to  a  steam  drum. 

The  first  sectional  water-tube  boiler  with 
a  well-defined  circulation,  was  made  by  Joseph 
Eve,  in  1825.  His  sections  were  composed  of 
small  tubes  slightly  double  curved  but  prac- 
tically vertical,  fixed  in  horizontal  headers, 
which  were  in  turn  connected  to  a  steam 
space  above  and  water  space  below  formed  of 
larger  pipes,  and  connected  by  outside  pipes  so  as 
to  secure  a  circulation  of  the  water  up  through 
the  sections  and  down  the  external  pipes. 

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JULIUS    GRIFFITH,    1821 


JOSEPH    EVE,  1825 

In    1832,  Jacob  Perkins,  of  England,  invented  the  inner  tube,  or  lining, 

for  the  purpose  of  obtaining  a 
rapid  circulation.  He  applied 
it  to  a  boiler  constructed 
with  a  number  of  closed-end 
tubes  descending  from  the 
steam  and  water  reservoir  so 
that  each  would  come  into 
contact  with  the  fire  in  the 
furnace  and  thereby  present 
a  more  considerable  surface 
PERKINS,  1832  to  thc  heat 


BARTLETT  «  CO.,  t 


ALBAN,   1843 


Dr.  Ernest  Alban,  of  Plan, 
Mechlenburg,  in  1843,  experi- 
mented with  and  built  a  number 
of  water-tube  boilers  using  the 
principle  of  the  closed-end  tube. 
Alban's  boilers  contained 
tubes  of  4  inches  diameter  and 
from  4  feet  to  6  feet  in  length. 
The  rear  end  of  the  tube  was 
closed  by  a  screwed  cap ;  the 
other  end  being  fitted  to  a 
groove  in  the  back  face  of  the 
front  water  leg  and  held  in  place 
by  a  T-headed  bolt.  Two  oval  openings,  one  above  the  other,  were  made  in 
this  back  face  or  tube  sheet  within  the  circle  of  the  tube  end.  The  lower 
opening  supplied  the  tube  with  water ;  the  upper  being  intended  for  the  escape 
of  the  steam  and  water  from  the  tube.  All  tubes  were  inclined  toward  the 
water  leg  from  |  to  ^^  inch  to  a  foot,  and  staggered  one  above  the  other,  to 
allow  the  hot  gases  to  better  impinge  upon  their  surfaces. 

A  few  of  these  boilers 
were  built,  but  used  for  experi- 
mental purposes  and  not  de- 
pended upon  for  the  constant 
generation  of  steam. 

Collet  and  Field,  in  the 
fifties  and  early  sixties,  built  a 
variety  of  boilers,  some  with 
dropped  tubes,  others  with  tubes 
inclined  about  45°  to  the  horizon- 
tal, and  still  others  with  tubes 

only  slightly  inclined.  A  number  of  these  boilers  were  used  in  England,  but 
inherent  defects  existed  to  such  an  extent  as  to  cause  their  popularity  to  be 
short  lived. 


FIELD,   1866 


FIELD,   1867 


Lane  still  later  endeavored 
to  introduce  this  closed-end 
type,  using  tubes  5  inches  in 
diameter,  with  an  internal  circu- 
lating pipe  2%  inches.  All  the 
tubes  were  inclined  upward  to- 
ward the  front  end  and  were 
fastened  to  an  upright  square 
chamber,  or  box,  which  was 
divided  vertically  by  a  partition 
that  separated  the  front  and  rear 
portions.  The  internal  circulat- 
ing tube  was  fastened  to  this 
partition,  the  water  to  be  evapo- 
rated flowing  down  the  front 
side  of  the  partition  into  the 
small  pipe  and  around  its  open 
end  to  the  outside  steam  gener- 
ating tube.     Mr.  Lane  further  improved  this  type   of   boiler   by  causing  the 

products  of  combustion  to  pass 
twice  across  the  tubes  before  their 
exit  to  the  stack.  A  few  of  these 
boilers  were  built,  but  as  they 
contained  serious  drawbacks  in 
design,  such  as  inability  to  empty 
the  tubes,  priming,  and  enforced 
low  rate  of  combustion,  they  soon 
lost  favor  and  finally  entirely  dis- 
appeared. 

In  1870,  J.  A.  Miller  used 
cast  headers  to  which  were  fixed 
closed-end  tubes  with  an  inner 
circulating  pipe.    These  tubes  were 


LANE 


MILLER,   ISTU 


placed  at  an  angle  of  about  15 
degrees  to  the  horizontal  and  were 
of  such  length  as  to  allow  of  two 
passages  of  the  gases  across  them. 
In  this  respect  Miller  followed 
Lane  very  closely  in  design. 

In  1876,  Anderson,  Kelly 
and  Wiegand  exhibited  at  the 
Centennial  Exhibition  three  dif- 
ferent   varieties    of    boilers,    each 


ANDERSON,  1875 


WIEGAND,  18" 


having  tubes  with  one  end  closed.  These 
boilers  were  thoroughly  tested  by  a  com- 
mittee of  eminent  engineers  appointed 
for  the  purpose,  and  all  made  a  good 
showing  as  far  as  evaporation  was  con- 
cerned, but  they  lacked  the  essential 
features  so  necessary  in  a  steam  boiler  intended  to  meet  all  requirements, 
and  a  very   few  years  later  found  them  only  mentioned  in  history. 

In  1885,  Thomas  Morrin  redesigned  for  the  n"'  time  the  closed-end 
tube  boiler.  With  the  advent  of  the  triple-expansion  engine  came  the  demand 
for  higher  steam  pressures,  to  cope  with  which  the  inventor  constructed  the 
water  slab  of  his  boiler  entirely  of  steel  plate. 

The  tubes  were  expanded  into  the  inner  and  outer  faces  of  the  slab,  and 

formed  in  themselves  stays  for  the 
flat  tube  sheets.  A  vertical  partition 
was  placed  between  the  front  and 
rear  faces,  and,  together  with  the 
2-inch  inner  tubes,  directed  the  cir- 
culation. Openings  or  slots  were 
made  in  the  outer  or  4-inch  gener- 
ating tube,  on  each  side  of  the  verti- 
cal partition,  for  the  inlet  of  the 
water  and  exit  of  the  steam.  Several 
of  these  boilers  were  built  for  manu- 
facturing and  electric  light  plants  ;  but 
defects  that  existed  since  the  time  of 
Stevens  (1804),  and  met  with  by  all 
Morrin's  predecessors,  again  came  to 
the  surface  and  caused  the  inventor, 
after  much  experimenting,  to  entirely 
MORRIN,  1885  abandon  the  design. 


BARTlETT  i.  CO.,  N.Y. 


Charles  Ward,  in  1887,  designed,  and 
afterward  built,  a  number  of  small  boilers 
using,  in  combination,  tubes  with  one  end 
closed  and  curved  tubes  open  at  both  ends. 
The  former  were  screwed  into  the  bottom 
head  of  a  vertical  steam  and  water  drum, 
while  the  latter  connected  the  drum  to  a 
manifold  surrounding  the  grate. 

The  circulation  in  the  closed-end  tube 
was  promoted  by  means  of  two  }^-inch  pipes 
passing  through  a  slightly  conical  iron 
stopper  at  the  upper  end  of  each  tube ;  one 
pipe  extending  downward,  directing  the  water 
to  the  lower  end  of  the  tube ;  the  other  ex- 
tending upward  a  distance  of  six  inches,  con- 
ducting both  water  and  the  steam  generated 
to  the  steam  space.     For  small  launch  duty, 

where  space  and 
weight  are  the 
chief  factors  to 
be    considered, 


BARTLETT  &  CO.,  N.Y. 


WARD,    1887 


DURR,  1893 


these  boilers  found  service ;    but  they 
were    never   entertained    for 
large  powers. 

Efforts  have  been  made 
to  remove  the  inherent  de- 
fects that   exist  in  boilers 

NICLAUSSE,  1895 


containing   tubes    with    one    end 

closed,    by    the    introduction    of 

specialties     of     peculiar    design, 

threaded  tube  ends   and  conical 

joints  that  are  ground  with  tool 

room  precision,  but  in  practice  the  effect  of 
these  changes  has  been  to  add  to  the 
cost  of  maintenance  and 
increase  the  labors  of  the 
boiler-room  staff  to  such 
an  extent  that  the  remedy 
was  found  to  be  worse  than 
the  disease. 
From  the  foregoing,  it  is  evident  that  boilers   in   which   tjibcs  have   been 

fastened  into  water  spaces  at  one  end  and  left  free  at  the  other  have  been  rede- 
signed at  a  rate  of  more  than  one  a  decade  since  1 804. 


MONTUPET,  1898 


»3 


In  1805,  Stevens'  eldest  son,  John  Cox  Stevens,  realizing  the  disadvantages 
of  a  boiler  containing  tubes  with  closed  ends,  patented  another  form  of  water-tube 
boiler,  which  he  described  as  follows :  *  "  Suppose  a  plate  of  brass  of  i  foot 
square,  in  which  a  number  of  holes  are  perforated,  into  each  of  which  holes  is 
fixed  one  end  of  a  copper  tube  of  about  an  inch  in  diameter  and  2  feet  long, 
and  the  other  ends  of  these  tubes  inserted  in  like  manner  into  a  similar 
piece  of  brass ;  the  tubes,  to  insure  their  tightness,  to  be  cast  in  the  plates. 
These  plates  are  to  be  enclosed  at  each  end  of  the  pipes  by  a  strong  cap  of  cast- 
iron  or  brass,  so  as  to  leave  a  space  of  an  inch  or  two  between  the  plates,  or 
ends  of  the  pipes,  and  the  cast-iron  cap  at  each  end.  The  caps  at  each  end 
are  to  be  fastened  by  screw  bolts  passing  through  them  into  the  plates.     The 

necessary  supply  of  water  is  to  be  in- 
jected, by  means  of  a  forcing  pump,  into 
the  cap  at  one  end  ;'and  through  a  tube 
inserted  into  the  cap  at  the  other  end,  the 
steam  is  to  be  conveyed  to  the  cylinder  of 
the  steam  engine.  The  whole  is  then  to 
be  encircled  in  brick  work  or  masonry 
in  the  usual  manner,  placed  either  hori- 
zontally or  perpendicularly,  at  option." 

The  circulation  was  therefore  forced, 
or  maintained  by  the  feed  pump,  the 
steam  that  was  formed  in  the  tubes 
being  conducted  from  the  opposite 
space  to  the  engine. 

Stevens  was  led  to  the  belief  that 
water-tube  boilers  embodied  the  correct 
principles  of  construction,  from  a  series 
of  experiments  made  in  France  in  1790 
by  M.Balamour,  under  the  auspices  of  the 
Royal  Academy  of  Sciences.  Balamour 
states  :  *  "  It  has  been  found  that,  within  a  certain  range,  the  elasticity  of  steam 
is  nearly  doubled  by  every  addition  of  temperature  equal  to  30  degrees 
Fahrenheit.  These  experiments  were  carried  no  higher  than  280  degrees,  at 
which  temperature  the  elasticity  of  steam  was  found  equal  to  about  four  times 
the  pressure  of  the  atmosphere.  By  experiments  which  have  been  lately  made 
by  myself,  the  elasticity  of  steam  at  the  temperature  of  boiling  oil,  which  has 
been  estimated  at  about  600  degrees,  was  found  to  equal  forty  times  the  pres- 
sure of  the  atmosphere  (600  pounds  to  the  square  inch).  It  is  obvious  that  to 
derive  advantages  from  an  application  of  this  principle,  it  is  absolutely 
necessary  that  the  vessel  or  vessels  for  generating  steam  should  have  sufficient 
strength  to  withstand  the  great  pressure  from  an  increase  of  elasticity  in  the 

*"  Growth  of  the  Steam  Engine,"  Thurston. 


JOHN    cox    STEVENS,   1805 


u 


steam,  but  this  pressure  is  increased  or 
diminished  in  proportion  to  the  capacity 
of  the  containing  vessel. 

"  The  principle,  then,  of  this  invention 
consists  of  forming  a  boiler  by  means 
of  a  system  or  combination  of  a  number 
of  small  vessels,  instead  of  using,  as  in 
the  usual  mode,  one  large  one ;  the 
relative  strength  of  the  materials  of 
WILCOX,  1S5G  which  these   vessels   are   composed   in- 

creasing in  proportion  to  the  diminution  of  capacity." 

Appreciating  the  advantages  to  be  gained  from  this  style  of  construction, 
Stephen  Wilcox  in  1856  further  perfected  Stevens'  design  by  giving  to  the 
bank  of  tubes  an  inclination  and  placing  overhead  a  steam  and  water  drum 
which  connected  the  spaces  at  each  end  cf  the  tubes.  The  necessity  for  a 
forced  circulation  was  at  once  overcome,  the  steam  and  water  drum  forming  a 
reservoir  of  sufficient  volume  to  maintain  a  steady  water  line  and  give  dry 
steam  for  the  engine. 

Late  in  the  sixties,  Babcock  & 
Wilcox  modified  the  Wilcox  boiler 
of  1856  (see  Babcock  &  Wilcox, 
1868).  The  water  legs  were  re- 
moved and  brick  sides  substituted, 
the  steam  and  water  reservoir 
being  replaced  by  a  cylindrical 
drum,  and,  to  simplify  design,  the 
tubes  were  made  straight.  babcock  &  wilcox,  isgs 

Although  this  boiler  was  constructed  entirely  of  wrought-iron,  it  contained 
a  very  objectionable  feature — that  of  flat  stayed  surfaces  opposite  the  tube  ends. 
To  avoid  the  use  of  such  stayed  surfaces,  the  now  well-known  serpentine 
header  or  corrugated  manifold  was  substituted  in  1873.  These  headers  were 
first  made  of  cast-steel,  and  later  of  cast-iron.  They  separated  the  tubes  into 
sections,  facilitated  examination  and  repair,  and  gave  to  the  boiler  a  flexibility 
to  withstand  expansion  due  to  sudden  fluctuation  in  temperature. 

In  a  boiler  designed  by  Babcock  &  Wilcox 
in  188 1,  the  longitudinal  steam  and  water 
drum  was  placed  crosswise  and  above  the 
lower  end  of  the  bank  of  tubes,  the  steam 
and  water  of  circulation  entering  the  drum  at 
the  water  line,  the  height  of  the  water  in  the 
boiler  being  at  the  center  line  of  the  drum. 
This  boiler  was  not  adopted  for  stationary 
BABCOCK  &  wiLcox,  1873  usc  Until  the  latter  part  of  the  eighties,  and 


15 


then  only  in  some  European 
countries.  Later,  with  some 
modifications,  it  has  been  ex- 
tensively used  in  America,  as 
well  as  in  Europe,  and  is  now 
in  very  general  operation  in 
stationary  plants. 

The  design  was  compact, 
and  the  reduced  height  added 
to  its  desirability  for  marine 
BABcocK  &  WILCOX,  1881  ^^rk,   for   which    purpose  it 

was  adopted  by  The  Babcock  &  Wilcox  Company  in  1 889.  Short  tubes  were  sub- 
stituted for  long  ones,  and  were  expanded  into  forged  wrought-steel  corrugated 
headers,  or  serpentine  manifolds,  instead  of  headers  made  of  cast  metal. 

Vertical  side  tubes,  backed  with  light  fire  tiles  and  sheet-iron  casing,  were 
substituted  for  brick  setting,  and  the  general  structure  of  the  boiler  materially 
reduced  in  weight. 


-VrKA.M     YACHT     "REVERIE' 


In  1889,  a  boiler  of  this  design,  built  for  the  steam  yacht  "  Reverie,"  was 
made  entirely  of  forged  steel,  and  furnished  steam  at  225  pounds  pressure  to  a 
quadruple-expansion  engine  having  cylinders  8,  11,  i6j4  and  26  inches  in 
diameter  by  12  inches  stroke.  The  boiler  contained  800  square  feet  of  heating 
surface  and  28  square  feet  of  grate,  the  engine  easily  developing  250  indicated 
horse-power. 


The  success  obtained  with  the  "  Reverie  "  boiler  warranted  the  construction, 
on  the  same  lines,  of  a  larger  boiler  having  2263  square  feet  of  heating  surface 


'REVERIE"  BOILEF,    1889 


and    53    square    feet    of    grate.       This    boiler   was    sold    to    Messrs.    Thomas 

Wilson  &  Sons,  Hull,  England,  and  installed  in  1891  in  their  S.  S.  "Nero"  (see 

page   49).      The  engines  were    of  the 

triple-expansion  type,  with  cylinders  14, 

24  and  39>^   inches  in  diameter  by  30 

inches   stroke.      Steam   of   200   pounds 

pressure  was  furnished   by  the  boiler, 

the   engine    developing     500    indicated 

horse-power. 

This  vessel  has  since  been  in  con- 
stant service ;  the  economy  and  reliability 
of  the  boiler  proving  so  satisfactory  to 
the  owners  that  eight  cargo  and  pas- 
senger ships  have  since  been  fitted  for 
this  firm. 

In  1892  a  boiler,  designed  to  carry 
250  pounds  steam  pressure,  was  built 
for  and  installed  in  the  steam  yacht 
"Trophy."  Both  weight  and  space  were 
saved  by  this  change  and  the  speed  of 
the  yacht  materially  increased. 


BARTLETT  A  CO. 


BABCOCK  &  WILCOX,  1895— PATENTED 


17 


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In  1895  some  slight  changes  were  made  in  the  construction  of  the  Babcock 
&  Wilcox  boiler  in  order  to  increase  accessibility.  The  vertical  side  tubes 
were  replaced  by  forged  steel  boxes  at  the  furnace  sides,  with  tubes  above,  both 
boxes  and  tubes  being  inclined  the  same  as  the  sections,  the  boiler  taking  the 
form  shown  in  the  cut.      (See  Babcock  &  Wilcox,  1895,  page  18.) 

Two  boilers  of  this  design  were  constructed  for  the  6000-ton  lake 
freighter  "  Zenith  City,"  the  vessel  being  the  largest  at  that  time  ever  built  on 
fresh  water. 

The  engines  were  of  the  triple-expansion  type,  with  cylinders  22, 
38  and  63  inches  in  diameter  by  40  inches  stroke  of  piston.  These  sizes  were 
proportioned  to  economically  expand  steam  of  225  pounds  initial  pressure  ; 
this  pressure  being  50  pounds  in  excess  of  the  ordinary  practice  in  connection 
with  triple  engines. 

This  first  installment  of  water-tube  boilers  in  the  lake  trade  was  due  to  the 
progressiveness  of  Mr.  A.  B.  Wolvin.  He  realized  the  full  value  of  a  device 
which  would  reduce  the  weight,  space  and  cost  of  operation  of  the  machinery 
plant  of  a  freight  steamer,  without  reduction  of  power.  He  is  rightly  entitled 
to  be  called  the  "pioneer"  in  the  use  of  high-pressure  steam,  water-tube 
boilers  and  quadruple-expansion  engines  in  cargo  steamers  on  the  Great  Lakes, 
and  has  proved  the  potency  of  these  factors  by  the  great  success  with  which 
large  cargoes  are  handled  in  these  waters. 

In    1896,  in  order  to   facilitate  general  operation 
and    render    the    drum    fittings    more    accessible,    the 
boiler  was  reversed  in  its   relation  to   the   fire 
room,  or  stoked  from  the  opposite  end.     The 
firing  doors  were   placed  under  the   cross   box 
forming   the   mud  drum,  or   blow-off 
connection,  the  location  of  the  steam 
and    water  drum  being  at  the  front 
of  the  boiler,  immediately  overhead. 
At   the    same    time    the    economizer 
previously  located  in  the  up-take  was 
abandoned,  and  its  equivalent  heating 
surface  added  to  that  in  the 
boiler  ;  the  cost  of  up-keep  in 
a  marine   boiler  economizer, 
due  to  its    inaccessible   situ- 
ation   and    essential    piping, 
valveSjCtc,  amounting  to  more 
than  the  advantages  derived 
from  its  use. 

In  1899  this  design  was 

,        ,  .  1    ,  ,  BABCOCK  &  WILCOX,   1896 

further  improved  by  the  use  patented 


19 


of  longer  tubes,  increasing  the  length  of  the  furnace,  and  by  a  system  of  verti- 
cal baffles,  in  connection  with  a  roof  of  light  fire  tile  placed  on  the  lower  row 
of  tubes.  This  arrangement  of  heating  surface  reduced  the  height  of  the 
boiler,  increased  the  furnace  capacity  and  permitted  thorough  dusting  of  the 
tubes  without  opening  the  tube  doors  at  the  front  or  rear. 

The  first  boilers  constructed  on  this  plan  were  built  for  the  U.  S.  S. 
♦'  Alert,"  and  installed  in  that  ship  at  Mare  Island  Navy  Yard,  California.  Hence 
the  design  is  known  as  the  "Alert "  type. 


BABCOCK  &  WILCOX  "ALERT"  TYPE  MARINE  BOILER,  1899-PATENTED 


REQUIREMENTS  OF  A  MARINE  WATER-TUBE  BOILER 


HE    service    of    a    marine    water-tube    boiler    demands    the 

following  essential  features  : 

All  materials  of  construction  should  be  of  the  best. 

All  tubes  should  be  absolutely  straight. 

All  joints  should  be  expanded. 

All  brick  work  should  be  reduced  to  a  minimum. 

All  parts  should  be  accessible  for  cleaning  and  repairs. 
In  the  Babcock  &  Wilcox  marine  boiler,  all  pressure  parts  are  con- 
structed entirely  oi  forged  steel ;  not  a  pound  of  cast-iron,  cast-steel  or  malleable 
cast-iron  being  subjected  to  pressure.  In  the  manufacture  of  the  forged  open- 
hearth  steel  headers  which  connect  the  tube  ends,  The  Babcock  &  Wilcox 
Company  spared  no  expense,  as  they  well  knew  that  no  water-tube  boiler  would 
ever  be  a  successful  competitor  with  the  Scotch  type  unless  built  entirely  of 
the  same  trustworthy  vt\3X.&r\d\,  forged  steel. 

Straight  tubes  that  can  be  purchased  in  the  open  market 
are  another  necessity.  The  water-tube  boiler  can  then  be 
retubed  with  the  same  facility  and  ease  as  the  Scotch,  as  each 
tube  can  be  withdrawn  and  replaced  through  its  own  tube  hole, 
no  row  of  tubes  being  destroyed  in  order  to  replace  a  new  tube, 
or  a  tube  bent  to  an  exact  curvature  in  a  special  tube-bending 
machine  before  it  can  be  inserted  into  the  boiler. 

By  the  use  of  the  expanded  joint.  The  Babcock  &  Wilcox 
Company  place  in  the   hands  of   engineers  a  joint  with  which 
they  are  perfectly  familiar  ;    the   old  roller  expander  and  taper 
pin  being  the    only  tools   required  to    make   tight    any 
connection    in   the    boiler,    special    threads    and    coned 
joints,  so  difficult  to  keep  tight  under  the  most  favorable 
conditions,  being  entirely  avoided. 

As  the  furnace  sides  are  encased  with  forged-steel 
boxes  of  square  section,  through  which  the  circulation 
passes,  there  is  no  need  of  brick  work,  which  adds  weight 
and  is  expensive  to  renew.  The  only  brick  wall  in  use, 
therefore,  is  that  common  to  all  boilers,  whether  station- 
ary or  marine — the  regulation  bridge  wall  at  the  rear  of 
the  grate. 

Lastly,  a  boiler  to  meet  the  requirements  of  every- 
day service,  in  all  kinds  of  vessels,  must  be  provided  with 
facilities  for  keeping  the  exterior  of  the  tubes  free  from 
sooty  deposits,  and  should  have  a  sufficient  number  of 
doors  located  in  the  casing  to  enable  a  thorough  inspec- 
tion of  its  interior. 


<A 


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FORGED-STEEL  HEADER  AND 
FITTINGS— PATENTED 


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DESCRIPTION  OF  THE  BABCOCK  &  WILCOX  BOILER 


HE  construction  of  the  Babcock  &  Wilcox  marine  boiler 
embodies  the  same  well-known  principles  as  the  success- 
ful land  or  stationary  type ;  freedom  of  circulation, 
and  economy  when  forcing,  being  important  factors  of 
both  designs. 

The  tubes  forming  the  heating  surface  are  divided 
into  vertical  sections  and,  to  insure  a  continuous  circula- 
tion in  one  direction,  are  placed  on  an  inclination  of  1 5  degrees  with  the 
horizontal. 

By  distributing  the  surface  into  sectional  elements,  all  danger  from 
unequal  expansion  due  to  raising  steam  quickly,  or  sudden  cooling,  is  at 
once  overcome. 

Each  section  is  made  up  of  a  series  of  straight  tubes  expanded  at 
their  ends  into  corrugated  wrought-steel  boxes  known  as  headers.  As  the 
headers  are  staggered,  the  tubes  are  so  disposed  that  lanes  for  the  sudden 
escape  of  the  products  of  combustion  are  prevented.  The  hot  gases  are 
therefore  completely  broken  up  in  their  pass- 
age across  the  heating  surface. 

The  side  sections  are  continued  down  to 
the  level  of  the  grate,  the  tubes  being  re- 
placed by  forged  steel  boxes  of  6-inch  square 
section  at  the  furnace  sides.  These  boxes 
are  located  one  above  the  other  on  the  same 
angle  as  the  tubes;  the)'^  take  the  place  of 
brick  work;  ensure  a  cool  side  casing;  pre- 
vent the  adherence  of  clinkers,  and  are  of 
sufficient  thickness  to  withstand  the  wear 
and  tear  of  the  fire  tools. 

Extending  across  the  front  of  the  boiler 
and  connected  to  the  upper  ends  of  the 
headers  by  4-inch  tubes  is  a  horizontal 
steam  and  water  drum  of  ample  dimensions. 
As  the  upper  ends  of  the  rear  headers  are 
also  connected  to  this  drum  by  horizontal 
4-inch  tubes,  each  section  is  provided  with 
an  entirely  independent  inlet  and  outlet  for 
water  and  steam. 

Placed    across   the    bottom   of  the    front 
header  ends  and  connected  thereto  by  simi- 
lar 4-inch  tubes,  is   a  forged    steel  box  of    HANDHOLE^ovmrno  "Rmfp^oF  four 
6-inch  square  section.      This  box,  situated  2-inch  tubes 


23 


at  the  lowest  corner  of  the  bank  of  tubes,  forms  a   blow-off  connection  or 
mud  drum  through  which  the  boiler  may  be  completely  drained. 

The  circulation  of  the  water  is  as  follows :  Heat  being  applied  to  the 
inclined  tubes  and  vapor  formed,  the  water  and  steam  rises  to  the  high  end 
and  flows  through  the  up-take  headers  and  horizontal  return  tubes  to  the  steam 


FOUNDATION    AND    STRUCTURAL    IRON  OF  CASING    OF    BABCOCK 
&    WILCOX    MARINE    BOILER— PATENTED 


and  water  drum,  the  path  of  both  water  and  steam  being  short  and  direct ;  the 
water  evaporated  in  the  tubes  and  that  carried  along  by  the  currents  induced 
by  the  steam  bubbles  being  replaced  by  water  flowing  directly  from  the  bottom 
of  the  drum  downward  through  the  front  headers,  or  down-takes,  and  into  the 
tubes,  part  of  this  water  to  be  in  turn  evaporated. 


24 


Upon  entering  the  drum  the  steam  and  circulating  water  are  directed 
against  a  baffle  plate,  which  causes  the  water  to  be  thrown  downward,  while 
the  steam  separates  and  passes  around  the  ends  of  the  baffle  plate  to  the  steam 
space,  from  which  it  is  conducted  by  a  perforated  dry  pipe  to  the  stop  valve. 
By  a  roof  of  light  fire  tile,  supported  upon  the  lower  tubes  and  extending  part 
way  over  the  furnace,  the  gases  evolved  from  fresh  fuel  are  compelled  to  flow 
toward  the  rear  of  the  boiler,  passing  over  an  incandescent  bed  of  coals  and 
under  the  hot  tile  roof. 

As  the  furnace  increases  in  height  approaching  the  bridge  wall,  the  gases 
have  both  space  and  time  in  which  to  thoroughly  mix  and  burn  before  entering 
the  bank  of  tubes  forming  the  heating  surface.  By  this  arrangement  a  high 
furnace  temperature  is  established,  which  is  acknowledged  by  all  authorities  to 
be  the  essential  requirement  of  boiler  economy. 

The  circuitous  route  which  the  gases  are  compelled  to  follow,  in  crossing 
the  heating  surface  three  times  before  exit,  causes  them  to  impart  to  the  tubes 
the  greatest  possible  amount  of  heat. 

The  distance  traveled  by  the  products  of  combustion  in  contact  with  the 
heating  surface  is  about  sixteen  feet,  hence  good  economy  is  maintained  with 
high  rates  of  combustion,  and  a  low  up-take  temperature  assured ;  the  interval 
for  the  absorption  of  heat,  so  necessary  for  economy,  being  longer  than  in  any 
other  type  of  marine  water-tube  boiler.  The  temperature  of  the  gases,  taken 
at  different  places  in  their  path  to  the  funnel,  will  be  found  under  "  Tests  of 
Babcock  &  Wilcox  Marine  Boilers." 

All  tubes  are  constructed  of  seamless  steel  and  are  extra  heavy. 
Opposite  the  end  of  each  tube  is  an  opening,  or  hand  hole,  in  the 
header,  through  which  the  tube  may  be  examined,  cleaned,  plugged  or 
renewed ;  each  hand  hole,  of  4-inch  diameter,  being  closed  by  a  forged-steel 
plate  into  which  is  riveted  a  i-inch  stud.  This  plate  is  faced,  and  is  drawn  to 
a  faced  seat  by  a  forged-steel  bridge  and  nut,  the  joint  being  made  on  the 
inside  of  the  header,  by  means  of  a  thin  gasket. 

Should  a  tube  be  found  defective,  from  whatever  cause,  it  may  be 
renewed  or  temporarily  plugged,  as  both  ends  are  accessible.  All  necessary 
repairs  can  be  made  by  the  ship's  staff.  The  only  tools  required  are  a 
ripping  chisel  and  an  ordinary  expander,  the  operation  of  which  is  familiar  to 
every  engineer. 

The  placing  of  the  steam  and  water  drum  horizontal  with  its  center  on 
the  water  line  of  the  boiler,  provides  a  large  body  of  water  where  it  is  most 
needed,  and  where  changes  in  the  volume  of  water  carried  least  affect  the 
levels  in  the  gauge  glasses. 

The  location  of  the  drum  at  the  front  of  the  boiler  renders  all  valves  and 
fittings  accessible  and  tends  to  shorten  steam  pipe  connections.  Main  stop 
and  safety  valves,  stop  and  feed  check  valves  for  both  mam  and  auxiliary 
feeds,  and  water  glasses,  are  flanged  directly  to  nozzles  provided  with  counter- 
's 


^^^<^^^Y^^ 


FRONT     VIEW— BABCOCK     &     WILCOX     BOILER 
Showing  Drum  Fittings — Patented 


26 


bored  seats  and  riveted  to  the  drum  shell  or  heads.  The  longitudinal  seams 
are  butted  and  strapped,  and  have  from  four  to  six  rows  of  rivets,  as  the  steam 
pressure  requires.  Butt  straps  are  curved  to  proper  radius  in  a  hydraulic 
press. 

The  rivet  holes  are  drilled  after  the  rolled  plates  are  assembled ;   the  butt 


straps  are  then  removed  from  the  drum  plates  and  all  burrs  cleaned  off.     The 
rivets  are  driven  by  hydraulic  pressure  and  held  until  cool. 

The  drum  heads  are  formed  in  a  single  heat,  by  hydraulic  pressure,  to  a 
spherical  surface  whose  radius  is  equal  to  the  diameter  of  the  shell.  The 
man  hole  is  flanged  in  the  shell  plate,  or  drum  head,  with  a  stiffening  ring  of 


FORGED-STEEL     DRUM     HEAD 

sufficient  thickness  to  form,  with  the  edge  of  the  plate,  a  seat  for  the  man  hole 
gasket  one  inch  wide.  The  man  hole  plates  are  11x15  inches,  and  are  faced 
to  a  true  oval  to  fit  the  man  hole. 

Surrounding  the  pressure  parts,  and  firmly  bolted  to  the  foundation,  is  a 
structural  iron  framing  to  which  the  casing  plates  are  fastened. 

#The  spaces  between  the  side  tubes  are  filled  with  light 
fire  tiles  made  of  highly  refractory  fire  clay.  Against  these 
are  placed  asbestos  mill-board  and  magnesia  block  covering. 
On  the  outside,  firmly  holding  the  non-conducting  materials 
in  position,  are  the  casing  plates,  which  are  clamped  to  the 
structural  framing  by  butt  straps.  This  method  of  fastening  allows  of  easy 
removal,  and  on  replacing  makes  an  air-tight  joint  without  the  use  of  additional 


27 


packing.  The  efficiency  of  the  casing  is  demonstrated  by  the  fact  that  the 
hand  can  be  held  upon  the  side  of  the  boiler,  when  steaming,  without  dis- 
comfort, and  the  stoke  hold  is  always  cool. 


CONSTRUCTION     OF    SIDE    CASING— PATENTED 


Hinged  to  the  framing  at  the  front  and  rear  of  the  boiler  are  large  doors, 
giving  access  to  the  hand-hole  plates  covering  the  tube  ends. 

Ample  means  are  provided  for  blowing  the  soot  from  the  exterior  of  the 
tubes.  A  steam  lance  may  be  inserted  through  small  dusting  doors  empaneled 
in  the  side  casing,  as  shown  on  the  opposite  page,  and  communicating  with  the 
spaces  between  the  rows  of  tubes.      Each  opening  is  covered  by  a  shutter  sliding 

28 


vertically,  which  can  be  opened  and  shut  by  the  lance.  As  the  seat  for  this 
shutter  is  beveled,  it  tends  on  falling  to  wedge  itself  into  position,  thereby 
making  an  air-tight  joint.  This  panel  is  used  on  the  4-inch  tube  boilers.  On 
the  2-inch  tube  boilers,  this  panel  is  embodied  in  a  swinging  door  as  shown 
below. 

As  all  cleaning  of  soot  from  the  exterior  of  the  tubes  is  performed  from 
the  sides,  the  continuous  steaming  of  the  boiler  and  coaling  of  the  grates  by 
the  stokers  are  not  in  any  way  hindered. 


DUSTING  PANEL-PATENTED 


CLEANING  PANEL-PATENTED 


29 


PRINCIPAL    ADVANTAGES    AND    SALIENT    POINTS 

OLLOWING    are    some    of   the    advantages    obtained  by 
using  the  Babcock  &  Wilcox  marine  boiler  : 

I  St.  Redtiction  in  weight  for  high  steam  pressure^ 
the  weight  being  25  pounds  per  square  foot  of  heating 
surface  for  250  pounds  pressure,  against  75  pounds  per 
square  foot  in  Scotch  boilers  for  175  pounds  pressure. 

2d.  Ability  to  raise  steam  quickly,  thus  avoiding  unnecessary  delay  to 
ship  and  cargo,  which  means  money  to  the  owners. 

3d.     Reduction  of  space  occupied  ajid  i?icreased  firnace  capacity. 

4th.  The  tubes  are  straight,  therefore  they  can  be  cleaned,  inside  and 
out,  and  examined  without  entering  the  boiler. 

5th.  Absolutely  free  circulation,  allowing  any  amount  of  forcing  of  which 
the  fireman  is  capable. 

6th.  Water  sides  to  finiace,  preventing  serious  radiation,  occasioning  a 
cooler  fire  room,  and  avoiding  clinkering  of  furnace  sides  and  repair  to 
brick  work. 

7th.  Absence  of  automatic  devices  of  all  kinds,  that  are  continually 
getting  out  of  order  and  giving  trouble,  such  as  feed  regulators,  reducing 
valves,  steam  separators,  etc. 

8th.  Steady  water  level. — On  account  of  the  body  of  water  carried  in 
the  steam  and  water  drum  at  the  water  line,  and  the  freedom  of  circulation, 
sudden  fluctuations  in  the  water  level  are  prevented. 

9th.  Steam,  space  sufficient  to  obtain  dry  steam,  without  the  necessity  of 
expanding  from  a  higher  to  a  lower  pressure  in  order  to  evaporate  the  water  in 
the  steam. 

lOth.  Incj'eased  ratio  of  heating  to  grate  surface,  thereby  materially 
improving  the  economy. 

iith.  Ability  to  clean,  renew  or  plug  a  tube,  through  a  hand  hole  of 
sufficient  size  opposite  the  end  of  same,  without  removing  any  other  tube  or 
pressure  part,  or  cooling  down  the  boiler  other  than  by  blowing  off  the 
pressure. 

1 2  th.  All  joints  exposed  to  products  of  combustion  are  expanded  into  bored 
holes,  no  screwed  fittings  being  used. 

13th.  Boilers  of  large  units  can  be  employed,  thus  doing  away  with  an 
increased  number  of  small  boilers,  multiplicity  of  fittings  and  additional 
apparatus. 

31 


ONE     OF     FOUR     BABCOCK     &     WILCOX     BOILERS 
Built  for   U.  S.  S.  "  Wyoming  "—Patented 


32 


ADMIRAL    MELVILLE    ON   WATER-TUBE   BOILERS* 

T  the  present  day  it  would  be  hard  to  find  any  design  for 
the  machinery  of  new  naval  vessels  which  does  not  include 
water-tube  boilers.  The  demands  upon  the  engineer  for 
great  power  on  small  weight,  in  order  to  secure  the  higher 
speeds  for  all  classes  of  vessels  which  are  now  common, 
have  practically  ruled  out  the  cylindrical  boiler  on  account 
of  its  weight  and  inability  to  carry  the  high  pressures  needed. 

"The  tactical  importance  of  water-tube  boilers  is  also  being  thoroughly  recog- 
nized, and  has  been  emphasized  by  the  conditions  which  obtained  in  our  blockade  of 
Santiago  and  the  great  victory  of  July  3rd.  It  was  necessary  for  a  long  period  that 
our  ships  should  be  ready  to  develop  maximum  power  at  a  few  minutes'  notice, 
and  with  cylindrical  boilers  this  involved  keeping  all  the  boilers  under  steam,  with 
heavily  banked  fires  and  an  attendant  large  consumption  of  coal.  Water-tube  boilers 
of  the  proper  kind,  which  admit  of  the  rapid  raising  of  steam  with  safety,  remove  this 
difficulty  and  give  the  commanding  officer  a  more  complete  control  of  his  fighting 
machine. 

"Without  going  at  length  into  the  other  advantages  of  water-tube  boilers,  which 
have  been  published  repeatedly,  it  may  be  added  that  one  very  striking  advantage  for 
war  vessels  is  that  the  boilers  can  be  replaced  or  practically  rebuilt  without  disturbing 
the  decks,  all  parts  being  small  enough  to  pass  through  permanent  openings.  This 
was  the  case  in  the  'Monterey,'  and  was  strikingly  illustrated  this  summer  in  the  case 
of  the  '  Canonicus,'  '  Manhattan '  and  '  Mahopac,'  where  it  would  have  been  impossible 
to  use  any  but  water-tube  boilers  without  practically  rebuilding  portions  of  the  hull 
(see  page  113)." 

Referring  to  the  causes  for  the  adoption  of  water-tube  boilers  in  the  U.  S, 
Navy,  Admiral  Melville  says : 

"  The  task  I  have  set  myself  to-day  is  no  mean  one.  I  desire  to  show  that  the 
decision  to  use  nothing  but  water-tube  boilers  in  our  future  war  vessels  is  a  step  in 
advance,  and  that  it  is  a  natural  step  towards  the  evolution  of  the  perfect  fighting 
machine.  I  desire  to  show  that  it  is  no  radical  change,  and  that  it  does  not  involve 
the  use  of  anything  but  a  tried,  successful  and  reliable  apparatus  that  gives  us  positive 
and  great  advantages  over  the  character  of  boilers  heretofore  generally  used.  I  desire 
not  to  minimize  the  disadvantages  following  this  change,  but  to  show  that  these  disad- 
vantages are  not  only  not  insurmountable,  but,  for  war  ships,  they  have  already  been 
overcome. 

"Water-tube  boilers  have  advantages  and  I  have  never  been  blind  to  them.  Two 
years  ago  I  stated  that  their  disadvantages  had  been  sufficiently  removed  to  justify 
their  use  on  our  war  ships.  Now  I  consider  that  the  value  of  their  advantages  has 
been  sufficiently  developed  to  necessitate  their  use  if  we  do  not  wish  to  be  left  behind 
in  naval  design. 

♦Extracts  from  annual  reports,  etc.,  of  Admiral  Geo.  W.  Melville,  Ex-Engineer-in-chief,  U.  S.  Navy. 


O  t" 

^  w 

<  hJ 

p.  o 


?  § 


72      <« 


"The  'Chicago'  has  several  Babcock  &  Wilcox  boilers,  and  these  have  so  far 
worked  in  a  thoroughly  satisfactory  manner,  no  failure  being  reported  under  any 
circumstances. 

"The  'Annapolis'  is  also  equipped  with  Babcock  &  Wilcox  boilers,  and  here,  as 
on  the  *  Marietta',  these  boilers  have  been  thoroughly  successful.  Indeed,  a  former 
chief  engineer  of  the  '  Annapolis '  has  stated  to  me  that  the  boilers  of  that  ship  were 
easier  to  manage  in  use,  and  easier  to  maintain  in  a  state  of  high  efficiency  than  are 
cylindrical  boilers. 

"The  following  table  shows  the  relative  economy  of  cylindrical  and  water-tube 
boilers : 


Babcock  &  Wilcox 

Single-ended  Cylindrical 

Annapolis 

Marietta 

Newport 

Princeton 

Vicksburg 

Wheeling 

Number  of  boilers 

Displacement,  tons 

Knots  per  ton  of  coal  at  most  eco- 
nomical speed  

Number  of  screws 

Grate  surface,  square  feet      .     .     . 
Heating  surface,  square  feet       .     . 

2 
lOOO 

26.38 

I 

98 

3620 

2 
1000 

22.27 

2 

94 
3664 

2 
1000 

18.0 

I 

78 

2524 

2 
1000 

19.6 

I 

78 
2524 

2 
1000 

21.25 

I 

78 
2524 

2 
1000 

16.6 

2 

60 
2508 

"The  increased  grate  surface  we  have  required  with  water-tube  boilers  will  be  a 
positive  advantage  to  our  ships'  steaming  qualities.  I  consider  that  sustained  sea  speed 
depends  largely  upon  the  grate  surface.  Heating  surface,  of  course,  must  be  pro- 
vided, but  I  should  prefer  an  excess  of  grate  surface  to  an  exceedingly  high  rate  of 
heating  surface  to  grate. 

"Up  to  this  time  we  have  had  no  trouble  from  salt  water  or  grease  in  water-tube 
boilers.  Indeed,  we  could  hardly  be  more  troubled  by  salt  water  with  this  type  of 
boiler  than  we  have  been  with  cylindrical  boilers.  We  suffered  severely  in  our  short 
war  with  Spain  from  dropped  furnaces  in  cylindrical  boilers.  I  do  not  think  that  a 
properly  designed  water-tube  boiler  will  give  more  trouble  from  the  use  of  impure 
water,  such  as  sometimes  we  have  at  sea,  than  any  other  boiler.  I  do  not  think  these 
tubes  more  liable  than  furnaces  to  fail  from  a  deposit  of  scale. 

"  The  fact  that  water-tube  boilers  raise  steam  quickly  is  of  the  greatest  advantage, 
I  have  stated  elsewhere  that  I  consider  the  battle  of  Santiago  to  have  developed  the 
necessity  of  the  use  of  water-tube  boilers  whether  it  taught  us  anything  else  or  not. 
It  would  have  been  of  the  greatest  advantage  to  have  had,  during  the  blockade  of 
Santiago,  boilers  capable  of  raising  steam  in  less  than  half  an  hour.  Coal  need 
not  have  been  used  to  keep  all  the  boilers  under  steam  all  the  time.  The 
'Massachusetts'  might  have  shared  in  the  glories  of  the  fight  if  she  had  been 
fitted  with  water-tube  boilers.  The  'Indiana'*  would  have  kept  up  with  the  'Oregon' 
and  the   'Texas.'      The  'New  York'  would  have  developed  at  least  three  knots 

♦The  "  Indiana"  is  now  equipped  with  eight  Babcock  &  Wilcox  Boilers. 

35 


-r;v^ 


ARRANGEMENT  OF  BABCOCK  &  WILCOX  BOILERS  IN  U.  S.  S.  "CHICAGO" 


more  speed  and  the  Navy  would  have  been  spared  a  controversy.  I  think  the 
'  Colon '  would  not  have  gotten  as  far  away  as  she  did.  But  we  did  not  have  the 
water-tube  boilers. 

"  The  higher  pressures  possible  with  water-tube  boilers  give  us  smaller  and  safer 
steam  pipes  and  better  valves.  It  decreases  the  size  of  the  fittings  and  the  difficulty 
of  tracing  the  labyrinth  of  a  ship's  piping. 

"  The  introduction  of  compound  engines  forced  us  to  use  cylindrical  boilers.  In 
the  same  way  the  use  of  quadruple-expansion  engines  necessitates,  for  economy,  the 
use  of  water-tube  boilers. 

"  I  HAVE  ALWAYS  OPPOSED  THE  USE  OF  BOILERS  CONTAINING  SCREW  JOINTS  IN  CON- 
TACT WITH  THE  FIRE,  AND  HAVE  ATTEMPTED  TO  SECURE  BOILERS  HAVING  NO  CAST 
METAL     IN     THE     PRESSURE     PARTS.       CaST-STEEL     IS    NOT     YET    GOOD     ENOUGH     TO     PUT 

BETWEEN  300  POUNDS  OF  STEAM  AND  OUR  FIREMEN.  I  bclieve  in  Straight  tubes  as 
being  easier  of  examination  and  repair  than  bent-tube  boilers.  I  believe  in  large-tube 
boilers  for  the  same  reason  and  because  the  tubes  are  thicker  and  have  more  margin 
for  corrosion.  I  believe  in  boilers  having  as  few  joints  as  possible.  Water-tube 
boilers  must  have  freedom  of  expansion  of  the  various  parts,  and  the  simpler  the  boiler 
the  better.  It  should  not  be  necessary  to  introduce  reducing  valves  between  the 
boilers  and  the  engines  to  secure  a  steady  steam  pressure  at  the  latter,  nor  should  it 
be  necessary  to  have  automatic  feed  arrangements  to  secure  a  steady  water  level  in  the 
boilers.  To  be  successful  a  boiler  must  be  easy  of  repair.  Lightness  is  a  natural 
attribute  of  all  water-tube  boilers,  but  it  is  not  wise  to  go  too  far  in  this  direction. 
The  ratio  of  grate  surface  to  fire  surface  occupied  for  the  complete  boiler  plant  must 
be  as  large  as  possible.  The  units  should  be  large,  the  grates  short  and  not  too  wide. 
The  passage  of  gases  through  the  tubes  should  be  sufficiently  long  to  ensure  economy. 
These  gases  should  be  well  mixed  before  entering  the  spaces  between  the  tubes,  for  the 
same  reason,  and  to  prevent  smoke.  The  circulation  of  the  water  in  the  boiler  must 
be  free.  Tubes  should  not  be  too  long  and  the  fire  rooms  must  always  be  sufficiently 
wide  to  provide  for  free  withdrawal." 

With  special  reference  to  the  performance  of  the  "  Annapolis  "  and  "  Mari- 
etta" during  the  war,  the  Admiral  further  writes : 

"The  'Annapolis'  was  commissioned  July  20th,  1897,  and  the  'Marietta'  Sept. 
ist,  1897.  Before  the  outbreak  of  the  war  the  'Annapolis'  was  employed  to  prevent 
filibustering,  and  the  '  Marietta '  had  been  engaged  in  ordinary  cruising  in  the 
Pacific. 

"The  'Marietta'  made  a  trip  almost  as  long  as  that  of  the  'Oregon,'  as  she  left 
San  Jose  de  Guatemala  on  March  i6th,  and  arrived  at  Key  West  on  June  4th,  having 
been  under  steam  continuously  for  nearly  three  months  and  having  covered  a  distance 
of  over  13,000  miles  at  an  average  speed  of  9.2  knots.  As  this  came  after  the  vessel 
had  already  been  in  service  for  nearly  a  year,  the  record  is  very  creditable. 

"The  special  point  to  be  noted  in  connection  with  both  vessels  is  that  after  more 
than  a  year's  commission,  during  which  time  they  have  steamed  thousands  of  miles, 

37 


the  boilers  of  both  vessels  are  in  excellent  condition  and  ready  for  any  service.  In 
other  words,  they  have  withstood  the  test  of  long  periods  of  actual  cruising  just  as 
well  as  cylindrical  boilers,  and  with  as  few  mishaps  as  any  and  much  fewer  than  some. 
In  the  case  of  the  'Marietta,'  all  that  was  called  for  at  the  end  of  her  long  trip  were  a 
few  fire  bricks,  and  the  'Annapolis'  needed  nothing." 


IN  REFtV  U&rift  TC  NO. 


2n8i 


NAVY   Dgp/^RtMENT, 

UREAU  OF  SUPPLIES  AND  ACCOUNTS, 

W-AsHINdTON,  D.  C. 


Jui>e  io,  1898 


Oentlemen:- 

1,  Please  forward  to  the  Conunandlns  Officer,  u^S. 3. "MARXi^TTA", 
Kqy   West,  Fla.,  8  fire  bricirs,  4  rip,!:ts  and  A   lefts,  #R,  3440,  Dabcock 
&  Wilcox  boiler,  to  replace  broken  bricks  between  furnace  doors, 

2.  Your  bill  for  thesa  articles  should  be  sent  to  the  same  offi«*j 
cer  and  should  refer  to  Steaa  Engineering  RequLsltion,  dated  June  1, 
1898.  " 

Respectfully, 


The  Babcock  &  V/ilcox  Co., 

29  Cortland t  St., 

Mew  York,  N.Y. 


JUN  21   181 


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U.  S.  GUNBOATS— "MARIETTA"  AND  **  ANNAPOLIS  " 

HE  following  interesting  account  of  the  performance  of  the 
"  Marietta  "  is  from  an  official  report  to  the  Navy  Depart- 
ment by  Passed  Assistant  Engineer  W.  H.  Chambers, 
U.  S.  N.,  the  Chief  Engineer : 

"  In  her  recent  trip  from  San  Francisco  to  Acapulco,  Mexico, 
the  U.  S.  Gunboat  '  Marietta '  showed  what  the  new  type  of 
naval  vessel  can  do  in  the  matter  of  economy  of  coal. 

"She  left  San  Francisco  on  January  i6th,  and  arrived  at  Acapulco  January  25th, 
after  a  trip  marked  only  by  good  weather  and  smooth  seas.  During  the  trip  runs  were 
made  for  periods  of  48  hours  each,  the  engine  revolutions  being  maintained  at  as  near 
a  constant  rate  as  possible,  and  a  careful  account  kept  of  the  distance  run  and  the 
amount  of  coal  burned  during  these  times.  Three  different  rates  of  revolutions  of 
engines  were  taken,  giving  speeds  of  io}4,  g}^  and  S}4  knots,  respectively. 

"At  the  8^ -knot  speed  the  wonderfully  small  coal  consumption  oi  6}4  tons  a 
day  was  obtained.  In  other  words,  the  'Marietta'  steamed  204  miles  a  day  on  only 
6}4  tons  of  coal,  or  could  go  more  than  7500  miles  on  her  total  coal  supply. 

"When  it  is  remembered  that  this  coal  expenditure  represents  not  only  the 
steaming,  but  the  electric  lighting,  ventilating,  cooking  and  heating  of  the  ship,  it  can 
be  seen  how  economical  this  is  for  a  vessel  of  1000  tons  displacement," 


Boilers  in  use 

Duration  in  hours 

Distance,  patent  log,  knots 

Mean  speed,  patent  log,  knots 

Mean  revolutions,  main  engine 

Indicated  horse-power,  main  and  auxiliary  machinery 
Indicated  horse-power,  auxiliary  machinery  (estimate) 

Indicated  horse-power,  main  engines  only 

Coal  for  all  purposes  for  run,  tons 

Coal  for  auxiliary  machinery,  including  evaporator,  blow- 
ers and  heating  ship  (estimate) 

Coal  for  main  engine  for  run 

Coal  for  main  engines  for  day 

Coal  for  main  engines  per  indicated  horse-power    .     .     . 


A  and  B 
47-97 
5077 

10.58 
181. 1 

549-5 
18.0 

531-5 
26.60 

3.60 
23.00 
11.50 

2.02 


5-55 

21.81 

8.20 

2.16 


2 

3 

A  and  B 

B 

63-75 

47-63 

609.6 

543-7 

9-56 

9-53 

160.5 

160.0 

371-2 

360.0 

16.0 

17.0 

355-2 

343-0 

27.36 

17.90 

4.00 

13.90 

7.00 

1. 91 


B 

35-35 
364.8 

8.57 

140.3 

273.8 

17.0 

256.8 

9.46 

3-30 
6.16 

4-15 
1.52 


Auxiliaries  in  use — Two  mam  circulating  pumps  ;  one  boiler  feed  pump  ;  one  dynamo  ;  one  F.  &  B.  pump  ;  steering 
engine  ;  all  constantly,  i — Heating  ship.  2 — Heating  ship  about  half  the  time  ;  evaporator  0.6  time.  3 — Two  ventilating 
blowers  0.5  time  ;  evaporator  0.5  time.     4 — Two  ventilating  blowers  0.5  time  ;  evaporator  0.5  time. 

The  "  Marietta  "  is  a  composite  gunboat,  1 74  feet  in  length  on  the  water  line, 
34  feet  breadth  of  beam,  12  feet  draft  and  of  1000  tons  displacement.  The 
machinery  installation  consists  of  twin-screw  vertical  triple-expansion  engines^ 
with  cylinders  12,  18  and  28  inches  in  diameter  by  18  inches  stroke.  The  Bab- 
cock  &  Wilcox  boilers  are  1 1  feet  6  inches  in  length  and  9  feet  6  inches  in 
width,  with  a  height  over  all  of  1 1  feet.  The  grate  surface  aggregates  94 
square  feet  and  the  total    heating  surface  3620  square  feet.      There  are  57 


41 


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4-inch  and  260  2-inch  tubes  in  boiler  and  64  2-inch  tubes  in  heater.  The 
boiler  tubes  are  7  feet  6  inches  in  length,  while  the  tubes  'in  the  heater  have  a 
length  of  6  feet  8  inches.  The  total  weight  of  boilers,  ash  pans,  and  all  fittings 
(dry)  is  94,016  pounds,  while  the  aggregate  weight  (with  water)  of  boiler,  ash 
pans  and  all  fittings  is  112,016  pounds. 

TRIAL     OF    THE    "ANNAPOLIS" 

The  trial  of  the  "Annapolis,"  the  first  finished  of  the  six  composite  gunboats 
ordered  by  the  Government  in  the  early  part  of  1896,  took  place  on  Long  Island 
Sound,  April  22,  1897.  The  "Annapolis"  was  constructed  at  Elizabethport,  N.J., 
and  was  the  first  vessel  of  large  type  in  the  United  States  Navy  to  be  equipped 
with  all  water-tube  boilers.  She  is  204  feet  long,  36  feet  wide  and  22  feet  3>^ 
inches  deep.  Her  displacement  is  1090  tons  on  a  draft  of  12  feet.  The 
Bureau  of  Steam  Engineering  has  heretofore  preferred  the  use  of  water-tube 
boilers  in  connection  with  those  of  the  Scotch  type ;  but,  after  repeated  investi- 
gations and  at  the  request  of  the  constructors,  Babcock  &  Wilcox  all  forged- 
steel  boilers  were  adopted  for  both  the  "  Annapolis  "  and  "  Marietta." 

The  boilers  in  the  "Annapolis"  are  built  for  a  working  pressure  of  250 
pounds  to  the  square  inch,  there  being  two  in  number,  supplying  steam  to  a 
triple-expansion  engine  having  cylinders  15,  24)^  and  40  inches  diameter,  and  a 
stroke  of  28  inches.  Specifications  for  the  boilers  called  for  a  total  of  3600 
square  feet  of  heating  surface  and  94  square  feet  of  grate,  giving  a  ratio  of 
about  38  to  I,  the  contract  speed  to  be  12  knots  and  indicated  horse-power 
800.  From  the  performance  of  the  boilers  on  the  builder's  trial  it  was  shown 
that  over  900  indicated  horse-power  could  be  developed  under  natural  draft, 
although  the  funnel  is  very  short.  On  the  official  trial,  ash-pit  draft  was  used, 
each  boiler  was  supplied  by  air  from  independent  Sturtevant  fans,  the  average 
air  pressure  in  the  ash  pit  being  limited  to  one  inch  of  water. 

TIME    OVER    48-KNOT    COURSE 


Cactus 

Markeeta 

Iwana 

Cutter 

Leyden 

Cutter 

Iwana 

Markeeta 

Cactus 


Stake  Boat 


Time 

Knots 

Minutes 

Seconds 

6 

26 

27 

12 

27 

I 

i8 

27 

18 

24 

28 

10 

30 

28 

17 

36 

26 

00 

42 

25 

49 

48 

25 

2% 

Speed  in 
Knots 


137 
133 
13-2 
12.8 
12.7 
13.8 
14.0 
14.20 


Average  speed,  13.43  knots  per  hour.     Maximum  speed,  14.18  knots  per  hour.     Minimum  speed,  12.7  knots  per  hour. 

43 


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The  maximum  indicated  horse-power  developed  by  the  main  engine  was 
1400,  the  average  being  1320  at  147  revolutions  per  minute.  The  collective 
indicated  horse-power  will  average  about  1360.  The  maximum  speed  was  14.2 
knots  and  the  minimum  12.7.  This  low  figure  occurred  through  the  pilot  losing 
sight  of  the  Leyden's  cutter  on  the  first  6-mile  leg  of  the  return  course.  When 
the  end  of  the  "four  hours  at  full  speed"  test  was  reached  the  helm  was  put 
hard  to  port  and  to  starboard  without  reducing  the  speed,  and  the  little  vessel 
made  circles  with  a  diameter  of  400  feet.  In  turning  she  heeled  only  3.5 
degrees. 

OFFICIAL    TRIAL  — FIRE-ROOM    DATA 


Time 

Boiler  Pressure 

Draft  Pressure  in  Ash  Pit,  Inches 

Remarks 

A.  M. 

Pounds 

Port 

starboard 

9:00 

220 

.78 

.68 

9:15 

220 

•85 

I.IO 

9:30 

230 

1. 10 

.65 

10:00 

223 

•92 

.70 

10:15 

225 

•55 

•71 

10:30 

223 

.82 

.82 

10:45 

225 

.98 

•85 

10:49 

Passed  24-knot  stake  boat  and  turned 
for  home 

11:00 

223 

.92 

.91 

11:15 

218 

.76 

115 

11:30 

232 

•65 

I.IO 

11:45 

222 

•91 

.80 

12:00 

224 

1. 00 

.80 

12:15 

222 

1. 12 

1.20 

12:30 

232 

1. 00 

1.00 

Indicated   horse-power,   main  engine, 
1319 

12:45 

234 

1.20 

1.20 

12:47 

240 

Full  speed  until  i  P.  M.,  to  complete 

4-hour  trial 

Average 

226 

.90 

.91 

Before  leaving  the  "Annapolis,"  Commodore  Dewey  (who  became  the 
famous  hero  at  Manila,  now  Admiral  Dewey),  said  that  he  was  going  to  send 
this  telegram  to  the  Secretary  of  the  Navy :  "  'Annapolis '  trial  most  satisfactory ; 
speed  13.43."  "It  is  not  customary  and  hardly  proper,"  said  the  Commodore, 
"to  use  adjectives  in  such  despatches,  but  really,  this  time  it  cannot  be  helped. 
She  deserves  them." — Marine  Review. 


4S 


WAR    SERVICE     OF    THE     "ANNAPOLIS" 

By  Lieut.  G.  R.  Salisbury,  United  States  Navy,  Chief  Engineer  United  States  Ship  "Annapolis." 

The  little  gunboat  "Annapolis"  has,  since  the  breaking  out  of  the  war  with 
Spain,  been  most  actively  engaged. 

During  that  time  the  service  performed  consisted  in  convoying  the  "  Fern  "  with 
ammunition  from  Tampa  to  Key  West.  Three  weeks  on  the  blockade  in  front  of 
Havana,  where  she  took  part  in  the  engagement  with  the  cruiser  "Conde  Venedito  " 
and  two  gunboats  that  attempted  to  run  the  blockade,  but  owing  to  the  prompt  action 
of  the  blockading  fleet,  did  not  venture  beyond  the  range  of  Morro's  guns.  The 
"Annapolis"  was  instrumental  in  the  capture  of  the  French  steamer  "Lafayette"  and 
barque  "  Santiago  Apostal ;  "  the  former  being  released  upon  arrival  at  Key  West  on 
application   of   the  French   Ambassador.      From    service  on  the  blockade.  Captain 


Hunker  was  ordered  to  Port  Tampa,  to  take  charge  of,  and  arrange  for,  convoying  the 
Army  of  General  Shafter  to  Santiago  de  Cuba.  The  fleet  thus  formed  sailed  from 
Tampa  on  June  14th,  consisting  of  thirty-eight  steamers  loaded  with  troops  and  five 
gunboats.  The  sight  presented  as  they  steamed  out  of  Tampa  Bay  was  truly  magnifi- 
cent. Upon  arrival  at  Santiago,  six  days  later,  the  "Annapolis"  was  detailed  to  take 
part  in  the  bombardment  of  Siboney ;  the  object  being  to  distract  the  attention  of  the 
Spanish  while  United  States  troops  were  disembarking  at  Daiquiri.  Siboney  is  four 
miles  west  of  Daiquiri,  and  it  transpired  afterwards  that  a  detachment  of  troops 
dispersed  by  the  fire  of  the  gunboats  in  front  of  Siboney  was  a  portion  of  General 
Linares'  army  on  its  way  to  contest  the  landing  of  General  Shafter.  After  several 
days  in  front  of  Siboney  and  Daiquiri  the  "  Annapolis  "  was  ordered  to  Guantanamo 
Bay,  and  for  three  weeks  guarded  the  upper  part  of  the  bay  against  attack  of  several 
Spanish  gunboats  stationed  at  Caimanera.  Guantanamo  Bay  was  used  as  a  naval 
base,  and  there  were  at  that  time  several  colliers,  supply  vessels,  repair  ships,  torpedo 
boats,  besides  cruisers  and  battle  ships,  coming  constantly  for  coal,  provisions  and 
repairs.     Later  the  "Annapolis"  was  sent  to  Baracoa  to  intercept  a  vessel  laden  with 


46 


provisions  for  the  Spanish  forces  stationed  there ;  while  near  the  town  was  fired  upon 
by  the  fort.  A  short  and  spirited  engagement  followed  in  which  the  shore  battery  was 
silenced. 

Returning  to  Guantanamo  Bay  the  ship  was  ordered  to  proceed  with  the  "Wasp" 
and  "Leyden"  to  the  capture  of  Nipe  Bay,  which  was  successfully  accomplished,  after 
running  over  mines  placed  in  the  channel,  driving  back  troops  stationed  on  heights 
above  the  entrance,  and  sinking  the  Spanish  cruiser  "Don  Jorge  Juan"  and  one  gun- 
boat. This  exploit  was  similar  to  the  capture  of  Manila  Bay ;  it  being  necessary  to 
pass  over  torpedoes  that,  happily,  proved  to  be  inoperative,  though  not  known  to  be 
so  at  the  time.  From  Nipe  the  "  Annapolis "  went  to  Puerto  Rico  and  was  the  first 
vessel  to  enter  the  Port  of  Ponce,  that  had  been  selected  by  General  Miles  as  landing 
place  for  his  army.  She  was  then  dispatched  on  a  cruise  about  the  island  in  search 
of  transports  from  the  United  States  that  had  been  ordered  to  assemble  at  other 
points,  and  to  send  them  to  Ponce.  While  on  this  mission  she  took  part  in  the  cap- 
ture of  Cape  San  Juan. 

During  the  war  the  vessel  steamed  8577  miles,  and  her  engines  have  made  more 
than  six  million  revolutions.  The  machinery  is  in  splendid  condition,  and  there  has 
never  been  a  moment's  delay  on  its  account.  The  boilers  have  proved  to  be  admira- 
bly adapted  to  war  service,  where  it  is  necessary  to  change  speed  and  steam  pressure 
often  and  quickly.  Not  a  leak  was  developed,  and  all  machinery  was  kept  at  the 
highest  point  of  efficiency  by  the  men  of  the  engineer's  force,  though  called  upon 
continually  for  watch  and  regular  duties. 


*j^?»^^5s; 


A  3S00-MILE  Rail  Shipment  For  The  Pacific  Coast 


47 


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COMMENTS  ON  THE  -BATTLE  OF  THE  BOILERS" 

HERE  is  probably  no  legislative  body  in  the  world  whose 
membership  includes  so  many  eminent  shipbuilders  and 
engineers  as  the  British  Parliament,  and  these  experts  have 
rendered  the  Empire  a  great  service  in  carefully  scanning 
the  Navy  estimates  and  studying  the  reports  submitted  by 
the  Lords  of  the  Admiralty.  Projected  naval  legislation  is 
therefore  intelligently  criticised  before  being  enacted  into 
law,  for  everything  relating  to  the  Navy  possesses  a  special  interest  for  the 
loyal  Briton,  It  has  been  because  such  practical  and  loyal  technical  experts 
have  scrutinized  the  Navy  estimates  that  the  material  of  the  British  Empire  is 
so  efficient,  and  when  these  men  declare  that  the  boiler  question  is  now  the  para- 
mount one  in  naval  construction,  the  subject  may  be  considered  as  one  of  impor- 
tance to  ev^ery  nation  that  aspires  to  naval  power. — N.  V.  Tribtme,  Dec.  25,  1900. 
From  a  recent  speech  of  Hon.  C.  H.  Wilson  (Hull,  W.),  delivered  in  the 
House  of  Commons  July  17th,  1900,  we  quote  the  following: 

"  I  think  I  ought,  having  had  more,  perhaps,  practical  experience  of  the  working 
of  the  water-tube  boilers  at  sea  than  any  other  member  of  the  House,  to  give  to  the 
House  the  results  of  that  experience.  .  .  .  Take  the  experience  of  my  own  firm. 
To  some  extent  we  found  the  same  faults  with  the  old  cylindrical  boilers  which  the 
Admiralty  did ;  and  we  have  in  the  same  way  asked  ourselves  how  these  things  could 
be  remedied.  Water-tube  boilers  were  brought  before  us  eight  years  ago,  and  one 
was  put  in  the  ship  called  '  Nero,'  which  has  been  continously  at  work  ever  since. 
In  1891  we  got  to  work  with  the  'Nero,'  and  since  then  she  has  made 
79  voyages,  and  run  165,965  knots.     In  1895  we  built  the  steamer  called  the  '  Hero.'  " 

Commander  Bethell  (Yorkshire,  E.  R.,  Holderness):  "Were  these  fitted  with 
the  Belleville  boilers  t  " 

Mr.  C.  H.  Wilson  :  "  No ;  they  were  fitted  with  Babcock  «&  Wilcox  water-tube 
boilers.  The  'Hero'  made  257  voyages  out  and  home,  that  is  to  and  from  Hull  to 
continental  ports  and  back  again,  and  ran  131,045  knots.  In  1896  we  took  the  old 
cylindrical  boilers  out  of  another  of  our  steamers  in  the  same  way  as  we  had  done 
with  the  'Nero,'  and  put  water-tube  boilers  in  her:  and  she  has  made  104  voyages, 
and  run  106,293  knots.  In  1897  we  did  the  same  thing  with  the  'Orlando,'  which 
has  made  68  voyages,  and  run  84,306  knots.  In  1898  the  old  cylindrical  boilers  were 
taken  out  of  the  'RoUo,'  and  water-tube  boilers  substituted,  and  she  has  made  49 
voyages,  and  run  53,975  knots.  In  1898  the  'Otto'  was  built  for  the  short  weekly 
continental  trade,  and  was  fitted  with  water-tube  boilers.  She  has  made  99  voyages, 
and  run  51,894  knots.  In  the  same  year  the  'Truro,'  a  new  vessel,  was  fitted  with 
water-tube  boilers.  She  has  made  94  voyages,  and  run  51,291  knots.  In  1899  the 
cylindrical  boilers  were  taken  out  of  the  'Tasso,'  and  water-tube  boilers  put  in.  She 
has  made  27  voyages,  and  run  44,046  knots.  This  steamer  makes  frequent  voyages 
from  Hull  to  the  west  coast  of  Norway  and  carries  a  great  many  of  our  friends 
backwards  and  forwards  with  perfect  safety.  Summing  up  the  results  of  all  these 
steamers,  I    find    that   they   have    made    800   voyages  and    run  700,000  knots,  and 

49 


practically  we  have  not  experienced  all  the  dangers  and  difficulties  that  have  been 
predicted.  I  do  not  say  that  the  water-tube  boilers  are  perfect.  As  we  go  on  we  get 
more  knowledge,  the  same  as  the  Admiralty  are  getting ;  and  we  are  now  getting,  I 
hope,  nearer  perfection.  We  have  steamers  running  to  America,  and  we  are  taking 
the  cylindrical  boilers  out  of  one  of  them  and  putting  in  water-tube  boilers.  In  a  few 
weeks  this  steamer  will  be  running  a  voyage  out  and  home  of  7000  miles,  and  that 
will  give  a  very  good  test.*  Taking  the  other  side  of  the  question,  in  1895  we  had 
Belleville  boilers  put  into  the  '  Ohio,'  but  they  were  not  satisfactory,  and  we  took  them 
out  after  runs  of  t  11,000  knots  to  America  and  back.  ,  .  .  Personally  I  feel 
convinced  that  the  Admiralty  will  never  go  back  again  to  the  use  of  cylindrical 
boilers.  I  have  heard  it  stated  from  the  other  side  of  the  House,  by  the  Hon.  Mr. 
W.  Allen,  member  for  Gateshead,  that  there  is  no  saving  in  the  weight  by  the  use  of 
water-tube  boilers.  That  is  a  great  mistake.  There  is  an  enormous  saving  in  weight. 
He  omits  altogether  the  enormous  weight  of  the  water  in  the  cylindrical  boilers  as 
compared  with  that  in  the  water-tube  boilers ;  and  it  is  self  evident  that  there  is  a 
very  great  advantage,  more  especially  in  the  Navy.  But  even  in  the  case  of  the 
mercantile  marine,  as  a  practical  ship  owner,  I  think  it  is  a  great  advantage.  Take 
one  of  our  smaller  ships ;  there  is  a  saving  of  some  fifty  tons  of  weight  in  boiler  and 
water.  And  if  that  ship  makes  fifty  trips  from  Hull  to  the  Continent  and  back,  that 
is  100  in  all  per  annum.  They  could,  by  the  use  of  water-tube  boilers,  carry  5000 
tons  more  cargo." 

The  Tribune  again  states  : 

"  This  battle  of  the  boilers  has  also  been  going  on  at  Paris,  Berlin,  St.  Petersburg 
and  Washington,  but  the  period  has  now  been  reached  when,  so  far  as  each  individual 
nation  is  concerned,  a  choice  will  have  to  be  decided  upon.  Without  going  into 
technical  details,  it  need  only  be  said  that  the  cylindrical  boiler  has  had  to  give  way 
on  the  war  ship  to  the  water-tube  type.  The  questions  of  weight,  space  occupied  and 
endurance  have  caused  the  change. 

"The  United  States  is  therefore  about  to  solve  the  boiler  question,  and  in 
securing  a  type  of  American  design  the  Navy  is  adopting  one  that  can  be  relied  upon 
in  time  of  emergency,  for  if  war  should  come,  there  would  be  thousands  from  shore 
who  would  understand  its  manipulation  after  a  brief  period  of  training." 

Admiral  Melville  refers  to  this  matter  in  his  last  report  (1900),  from 
which  we  quote  the  following  paragraph : 

"One  point  in  particular  will  illustrate  the  extreme  value  of  high  professional 
criticism  in  design.      Some    years    ago   the    Department   was  urged,  with   no   little 

*  Extract  from  the  Pall  Mall  Gazette,  extra  special  edition,  Nov.  8,  1900 : 

'''Editor  Pall  Mall  Gazette:  Sit — We  notice  a  paragraph  in  your  issue  of  the  6th  inst.  referring  to  our  steamship 
'  Martello,'  in  which  you  stated  that  this  vessel  burnt  448  tons  more  coal  on  her  voyage  since  being  fitted  with  water-tube 
boilers  than  she  did  previously  with  ordinary  cylindrical  boilers. 

"This  is  quite  incorrect ;  the  coal  consumption  on  her  first  voyage  with  water-tube  boilers  being  100  tons  less  than  the 
average  of  three  years  with  ordinary  boilers,  and  the  speed  is  1.72  knots  faster. 

"  We  think,  in  courtesy  to  us,  you  should  have  given  us  the  opportunity  of  verifying  your  figures  before  publishing  them, 
which  we  shall  at  all  times  be  pleased  to  do,  and  we  should  be  much  obliged  by  your  letting  us  know  how  you  got  this  most 
inaccurate  information.  The  ship  is  now  on  her  second  voyage,  and  we  have  every  reason  to  believe  that  the  performance 
will  be  improved.     We  may  add  that  nine  of  our  steamers  are  now  fitted  with  Babcock  &  Wilcox  water-tube  boilers. 

"  Yours,  etc., 

"  For  Thomas  Wilsom,  Sons  &  Co.,  Ltd., 

"Charles  H.  Wilson,  M.  P.,  Chairman.'''' 

51 


w 


in     ° 

r/5  =y 


pressure,  to  adopt  the  Belleville  water-tube  boiler  as  a  standard  for  the  new  ships. 
This  Bureau  opposed  the  innovation  wholly  upon  a  close  examination  of  the  designs, 
criticising  the  very  defective  features  which  in  later  years  have  made  conspicuous  the 
comparative  inefficiency  of  this  type  over  the  purely  straight-tube,  non-screw-joint  type 
for  which  I  have  given  continuous  and  urgent  preference.  The  Department  is  to  be 
congratulated  upon  escape  from  this  '  pressure '  and  upon  the  conservative  approval  it 
has  given  to  the  change  in  the  boilers  of  naval  ships.  Instead  of  having  been  encum- 
bered during  the  last  war  with  ships  powered  with  a  type  of  boiler  necessitating  a 
specially  trained  force  even  for  its  safe  operation,  the  most  effective  vessels  had  either 
retained  the  Scotch  boiler  or  possessed  the  simple  straight-tube  Babcock  &  Wilcox 
boiler,  and  remained  free  from  any  real  danger  of  becoming  hors  die  combat  by 
reason  of  lack  of  a  completely  experienced  fire-room  management,  or  the  sudden 
failure  of  delicate  or  intricate  special  apparatus  connected  with  the  steam  generators. 

"In  many  other  details,  difficult  to  make  clear  without  purely  technical  descrip- 
tion, has  the  Bureau  prevented  the  incorporation  of  faulty  features  in  design  and  has 
advanced  the  proportional  perfection  of  machinery." 

Recently  there  appeared  in  the  leading  German  marine  periodical,  Schijfbau, 
a  semi-official  article  v^hich  summarizes  the  results  of  tests  conducted  at  the 
Imperial  Experimental  Station  at  Charlottenburg.  Referring  to  Babcock  & 
Wilcox  Marine  Boilers,  this  summary  says  : 

"  Thij;  system  of  boilers  is,  besides,  free  from  all  complicated  parts  such  as  are 
found,  above  all,  in  the  Belleville  boilers.  Stay  bolts  and  braces  are  not  required,  and 
the  tubes  are  entirely  untrameled  in  their  extension  longitudinally ;  so  that  leakages 
are  hardly  to  be  expected  with  fair  workmanship.  The  circulation  is  simple  through- 
out. Nickel  gaskets  and  similar  expensive  joints  are  here  unnecessary.  The  steam 
drum  gives  up  its  whole  space  for  the  reception  of  steam.  The  entire  labyrinth  of 
baffle  plates,  so  characteristic  of  the  Belleville  boilers,  and  which  so  obstructs  the 
passage  of  steam,  is  entirely  omitted.  It  is  therefore  much  easier  to  examine  and  to 
control  the  newly-produced  steam  as  well  as  the  steam  drum  itself.  The  Belleville 
boiler  without  a  reducing  valve  is  not  feasible  ;  it  requires  a  special  feed  pump ;  a 
special  feed-water  regulation  ;  the  burdensome  water  tending  must  be  of  the  very  best 
imaginable,  and  the  fuel  must  be  excellent.  In  actual  practice,  when  the  safety  of 
the  ship  and  the  machinery  are  depending  on  such  points,  the  many  features  that  are 
required  to  make  up  such  a  system  are  well  calculated  to  give  rise  to  serious  cares. 
The  Babcock  &  Wilcox  boiler,  on  the  other  hand,  may  be  tended  like  any  good 
cylindrical  boiler  ;  their  instalment  requires  no  special  arrangement,  and  even  with  a 
smoky  coal  fair  results  of  efficiency  have  been  obtained.  These  advantages  develop 
themselves  when  the  boilers  are  regarded  from  a  mere  technical  standpoint.  In  quite 
a  natural  manner,  therefore,  one  arrives  at  the  conclusion  that  a  trial  with  these 
boilers  in  our  own  Navy  would  be  advisable,  especially  since  the  Babcock  &  Wilcox 
Company  has  works  in  Germany  at  Oberhausen. 

"  Furthermore,  it  may  be  reasonably  supposed  that  this  system  will  adapt  itself 
readily  to  the  constantly  varying  and  progressing  requirement  of  the  naval  service, 
because  it  is  composed  of  simple  parts.  The  number  of  advantages  which  this  boiler 
has  over  others  in  many  points,  will  be  increased  by  progressive  studies,  so  that  it 
should  receive  greater  consideration  in  our  Navy  as  well  as  in  our  merchant  marine." 

53 


S    cy 


H,  M.  S.  "SHELDRAKE"— TESTS  AND    SEA    TRIALS 

[HE  "Sheldrake"  is  a  torpedo  gunboat  of  the  "Salamander" 
class,  with  twin-screw  triple-expansion  engines  of  3500 
horse-power,  collectively.  Each  engine  has  cylinders  22, 
33  and  49  inches  in  diameter  with  a  stroke  of  21  inches. 
There  are  two  boiler  compartments — divided  by  a 
water-tight  bulkhead— two  boilers  in  the  forward  com- 
partment, and  two  in  the  after  compartment.  Each  pair 
of  boilers  is  placed  back  to  back ;  each  boiler  having  its  own  stoke  hold.  The 
boilers  are  fired  fore  and  aft. 

The  total  heating  surface  in  each  boiler  is  2356  square  feet,  and  the 
grate  surface  63  square  feet. 

The  boilers  are  composed  of  19  sections  of  tubes,  including  side  sections. 
The  tubes  throughout  are  of  solid  drawn  steel,  galvanized  on  the  outside  by 
the  electro-deposition  process  in  accordance  with  the  usual  Admiralty  require- 
ments. The  tubes  connecting  the  headers  and  cross  boxes  together  are  i|g 
inches  in  diameter — those  between  the  headers  are  7  feet  6  inches  long,  and 
those  in  the  cross  boxes  7  feet  4%  inches.  The  up-take  headers  are  connected 
to  the  steam  and  water  drum  by  4-inch  tubes ;  4-inch  down-comer  tubes  are 
taken  from  each  end  of  the  steam  and  water  drum,  and  connected  to  a  wrought 
mud  box,  this  box  being  provided  with  blow-off  and  drain  valves. 

The  stoke  holds  are  arranged  so  that  the  air  supply  may  be  increased  by 
means  of  fans,  though  the  up-cast  from  the  stoke  hold  remain  open,  and  for  this, 
four  6-foot  double  inlet  fans  were  supplied,  driven  by  engines  6}4  by  5  inches, 
and  capable  of  running  up  to  600  revolutions  per  minute. 

There  are  two  up-takes  and  two  funnels — one  common  to  two  boilers — the 
inside  diameter  of  each  funnel  being  5  feet,  and  the  height  above  the  grate  bars 
45  feet. 

The  new  boilers  were  made  under  a  rigorous  survey  by  the  Admiralty 
surveyors ;  and,  in  accordance  with  the  terms  of  the  contract,  one  of  the  four 
boilers  was  erected  at  the  constructors'  works,  and  there  subjected  to  tests  by 
the  Admiralty  authorities,  to  determine  its  capacity  and  efficiency. 

The  guarantee  to  the  Admiralty  was  that  one  of  these  boilers,  steamed 
on  shore,  with  natural  draft,  would  evaporate  11,000  to  12,000  pounds  of 
water  per  hour,  with  Welsh  coal,  and  with  the  feed  water  at  hot  well  temper- 
ature, 1 10  degrees  Fahrenheit.  With  forced  draft — not  exceeding  3  inches 
of  water,  it  was  guaranteed  to  evaporate  18,000  to  19,000  pounds  of  water  per 
hour  from  1 10  degrees  Fahrenheit  for  two  hours  continuously. 

On  the  test  boiler  the  ordinary  draft  was  that  due  to  a  funnel  fixed  on 
the  top  of  the  boiler,  3  feet  6  inches  diameter,  and  45  feet  high  above  the  fire 
bars,  corresponding  to  what  the  natural  draft  would  be  in  one  of  these  boilers 
in  ordinary  conditions   of    working  on  board  ship.     The  assisted  draft   was 

55 


obtained  by  a  steam  jet  placed  in  the  funnel,  the  steam  being  taken  from  a 
^-inch  pipe,  with  the  outlet  reduced  to  about  >^  an  inch  in  diameter. 

No  baffles  were  used  to  deflect  the  flame,  or  to  reduce  the  area  between 
the  tubes. 

In  the  table  of  tests,  those  having  the  Admiralty  number  were  carried 
out  by  the  Admiralty  authorities,  the  others  were  made  by  permission  of  the 
Admiralty  for  the  builders'  observations. 


H.  M.  S.  "Sheldrake"  Boiler,  Pressure  Parts,  Casing  Removed 

Permission  was  obtained  from  the  Admiralty  to  place  a  feed  heater  in  the 
up-take  of  the  tested  boiler  for  experimental  purposes,  but  no  heater  is  placed 
in  the  up-takes  on  board  the  "  Sheldrake."  It  will  be  seen  from  the  table 
of  tests  that  this  heater  was  removed  after  the  fifth  test. 

S6 


In  the  first  five  trials  it  will  be  observed  that  the  efficiency  of  74.3  per 
cent.  (E),  with  an  evaporation  at  the  rate  of  4.87  pounds  per  square  foot  of 
heating  surface,  only  falls  to  72  per  cent.  (A),  with  an  evaporation  of  8.3  pounds 
per  square  foot  of  heating  surface,  and  noting  the  intermediate  trials  (B,  C  and 
D),  it  shows  that  the  efficiency,  when  evaporating  up  to  7  pounds  of  water  per 
square  foot  of  heating  surface,  is  practically  constant,  and  only  above  7  pounds 
does  the  efficiency  begin  to  fall.  This  proves  the  great  elasticity  in  the 
working  of  the  Babcock  &  Wilcox  boiler — a  result  that  could  not  possibly  be 
obtained  with  the  ordinary  shell  boiler — in  other  words,  the  amount  of  steam 
formed  can  vary  between  considerable  limits  without  any  fall  in  efficiency. 

Tests  G  and  D — the  one  with  an  evaporation  of  5.18  and  the  other 
5.13  pounds  per  square  foot  of  heating  surface — give  efficiencies  of  81  per  cent, 
and  74.8  per  cent.,  the  higher  efficiency  of  the  former  being  due  to  the  smaller 
air  space  between  the  bars. 

With  this  boiler  the  highest  efficiency  with  natural  draft  was  obtained 
burning  about  22  pounds  of  coal  per  square  foot  of  grate  surface,  and  }i  of  an 
inch  air  space  between  the  bars. 

BASIN  TRIALS 

The  basin  trials  of  this  vessel  took  place  at  Devonport  on  the  14th,  15th,. 
1 6th  and  17th  of  November, 

The  vessel  was  moored  to  the  wharf  in  the  usual  manner  in  such  trials, 
and  the  engines  were  allowed  to  run  at  such  power  as  would  take  away  all  the 
steam  formed  by  two  of  the  boilers  at  a  fixed  rate  of  working.  Two  boilers 
only — alternatively  those  in  the  forward  and  aft  compartments — were  taken  for 
each  trial,  so  as  to  admit  of  more  accurate  observations. 

The  feed  water  was  taken  from  the  shore,  and  was  carefully  measured  on 
its  way  to  the  boilers  ;  the  water  from  the  hot  well  was  allowed  to  run  into 
the  bilges. 

On  the  14th  of  November  the  two  forward  boilers  were  tried,  burning  15 
pounds  of  coal  per  square  foot  of  grate,  and  on  the  15th  the  two  after  boilers 
were  tried  at  the  same  rate  of  combustion.  These  two  trials  were  to  determine 
the  economic  efficiency  under  a  moderate  rate  of  working. 

On  the  1 6th  of  November  the  two  forward  boilers  were  tried,  burning 
25  pounds  of  coal  per  square  foot  of  grate,  and  on  the  17th,  the  two 
after  boilers  were  tried  at  the  same  rate  of  combustion  ;  these  latter  trials  were 
for  the  purpose  of  determining  the  economy  at  the  maximum  rate  of  working. 

Each  trial  was  of  eight  hours'  duration,  and  was  carried  out  with  that 
scrupulous  accuracy  which  is  characteristic  of  Admiralty  trials. 

SEA-GOING    FULL    POWER   TRIALS 

The  first  sea  trial,  which  took  place  on  the  28th  of  November,  was  of  eight 
hours'  duration,  and  with  all  four  boilers  in  use.  This  was  an  economy  trial,. 
1 5  pounds  of  coal  being  burnt  per  square  foot  of  grate  per  hour. 

57 


TABLE  OF  TESTS  OF  "SHELDRAKE"  BOILER 


Trials 

Admiralty  number 

Date,  1897 

Heating  surface  of  boiler,  square  feet 
Heating  surfa:e  of  heater,  square  feet    . 

Grate  surface,  square  feet 

Fire  bars  used  — A  for  Admiralty  pattern, 

C  for  corrugated  pattern 

Air  space  between  fire  bars,  inches     .     . 

Kind  of  fuel  used 

Duration  of  trial,  hours 

Kind   of    draft. — N  for    natural ;    I  for 

induced   

Amount  of  blast  in  inches  of  water  in 

ash  pit 

Average  observed   gauge  pressure — lbs. 

per  square  inch 

Average  observed  temperature  of  water 

fed  to  heater,  Fahrenheit 

Average  observed  temperature  of  water 

fed  to  boiler,  Fahrenheit 

Pounds  of  coal  fired,  per  hour  .... 

Pounds  of  refuse,  per  hour 

Pounds  of  combustible,  per  hour    .     .     . 
Pounds   of   coal   consumed,  per  square 

foot  of  grate,  per  hour 

Pounds  of  water    evaporated   per   hour 

under  actual  conditions.  Feed  at  70°  F. 
Equivalent  weight  of  water   evaporated 

per  hour  with  feed  at  110°  .  .  .  . 
Pounds  of  water  evaporated  per  square 

foot  of  heating  surface 

Pounds  of  water  evaporated  per  square 

foot  of  grate  surface 

Pounds  of  water  evaporated  per  sq.  ft.  of 

heating  surface  from  and  at  2 1 2°  per  hr. 
Pounds  of  water  evaporated  per  sq.  ft.  of 

grate  surface  from  and  at  212°  per  hr. 
Pounds  of  water  evaporated  per  pound 

of  coal    per  hour    (water   70°,   steam 

pressure  200  pounds,  actual  observed 

conditions) 

Pounds  of  water  evaporated  per  pound 

of  coal  per  hour ;  from  and  at  2 1 2° 
Pounds  of  water  evaporated  per  pound  of 

combustible  per  hour  (water  70°,  steam 

pressure  200  pounds,  actual  conditions) 
Pounds  of  water  evaporated  per  pound  of 

combustible  per  hour  ;  from  and  at  2 1 2° 
Mean  temperature  of  gases  in  funnel,  F. 
Mean   temperature  of   gases  above  the 

heater,  Fahrenheit 

Mean  temperature  in  up-take  below  the 

heater,  Fahrenheit 

Efiiciency  "  A  " 

Efficiency  "  B  " 


May  14 
2356 

63 


II. 
19 
2356 
175 
63 


A 

I  full 
Nixon's  Nav'n 


3 

I 
0.25 
185 

70 
2564 

487 
2077 

40.7 

19577 
20250 

8.3 
310 

9.96 
372 

7-63 
9-15 

9.4 

11.28 
650° 


61.5% 
72% 


2 

N 
0.2 
190 

70 

117. 5 
2000 
260 
1740 

31-74 

16650 

17222 

7.06 

264 

8.48 

316 


c 

D 

« 

G 





III. 

IV. 

22 

24 

25 

28 

2356 

2356 

2356 

2356 

I7.S 

175 

175 

— 

t>3 

63 

63 

54 

A 

A 

C 

C 

i 

1 

i 

i 

V.         VI. 

June  8       8 
2356      2356 


54 

A 

scant 
Powell  Duffryn's  remaining  6  tests 


9.56 
11.47 

600° 


2 

N 

200 

70 

114 
1650 

91 
1559 

26.19 

15000 

15516 

6.36 

238 

7-65 
286 


8.32       9.09 
9.96      10.91 


9.6 
11.52 

6:0° 


650°  !  650° 
67%  i  73-2% 
73-2%    73-5% 


3 

3 

5 

2 

N 

.  N 

N 

N 

0.1 

0.1 

0.2 

0.1 

200 

200 

200 

200 

70 

70 

— 

— 

III 

1320 

67 

1253 

1260 

75 
1 185 

70 
1216 

64 
1152 

70 
1290 

194 
1096 

20. g 

20 

22.5 

24 

12200 

1x483 

12210 

I  IIOO 

12619 

11878 

12630 

11481 

513 

4.87 

5.18 

4-7 

193-5 

182 

226 

205-5 

6.17 

5.85 

6.23 

565 

232 

219 

271 

248 

9.24 

9.11 

10.04 

8.6 

11.09 

10.94 

12.05 

10.32 

9  77 

9.69 

10.6 

10. 1 

11.72 

11.6 

12.72 
550° 

12.12 

600° 

550° 

550° 

— 

— 

650° 

74-5% 
74-8% 

650° 
73-4% 
74-3% 

809% 
81.2% 

69-3% 

77-4% 

54 

A 

scant 

3 

N 

0.3-0.4 
200 


70 
2280 

25' 
2029 

42.2 

18216 


7-7 
337 

9.26 
404 

7-99 
9-59 

8.97 
10.7 

20'.° 


644% 
68.5% 


N.  B. —  Efficiency  "  A  "  is  the  percentage  of  the  total  heat  of  coal  that  was  actually  transferred  to  the  water,  that  is, 
to/Mot^^  allowing  for  loss  by  unconsumed  coal  dropping  through  the  bars,  or  ash. 

Efficiency  "  B  "  is  the  actual  efficiency,  allowing  5%  for  ash,  and  making  allowance  for  the  coal  that  fell  through  the  bars 
unconsumed.  that  is  to  say,  these  figures  are  establisheid  to  show  the  result  that  would  have  been  obtained  on  the  assumption 
that  the  grate  bars  had  been  so  arranged  that  no  loss  of  unconsumed  fuel  took  place,  but  only  the  loss  by  the  usual 
percentage  of  ash  or  residue  in  the  fuel. 

The  total  heat  of  combustion  of  the  coal  has  been  taken  at  14,400  British  Thermal  Units  per  pound 

The  temperatures  of  the  gases  were  taken  by  noting  the  melting  of  pieces  of  metal,  of  a  known  melting  point,  placed  in 
the  funnel  and  up-take,  and  not  by  a  pyrometer. 


58 


RESULTS  OF  SEA  TRIALS 


Date  of  Trial 


Total  grate  surface  in  four  boilers 
Total  heating  surface  in  four  boilers 

Average  Pressures  : 

In  boilers  (gauge  pressure)'         .... 

In  high-pressure  casing  (above  atmosphere) 
In  intermediate-pressure  casing  (above  atmosphere) 
In  low-pressure  casing  (above  atmosphere) 
Vacuum      ........ 

Pressure  of  air  supply  to  furnace,  inches  of  water 
Draft  at  base  of  chimney,  inches  of  water 

Average  Temperatures: 

External  air         ......         . 

Boiler  room         ....... 

Escaping  gases  at  root  of  funnel 

Feed  water  ....... 

Discharge   ........ 

Steam  in  boilers 


Fuel  : 


Coal  consumed  per  hour 
Total  dry  refuse 
Quality  of  coal    . 


Power,  Speed,  Etc.  : 

Average  indicated  horse-power 

Average  revolutions  per  minute  .... 

Average  speed  of  vessel  per  hour        .... 
Coal  consumed  per  indicated  horse-power  per  hour    . 
Heating  surface  in  square  feet  per  indicated  horse-power 
Indicated  horse-power  per  square  foot  of  grate 


November  28th,  1898 


252  square  feet 
9424  square  feet 


152.5  pounds 

122     pounds 

34     pounds 

1 5     absolute 

25  8  inches 

0.2  inch 

0.2  inch 


53°  Fahrenheit 

57°  Fahrenheit 

550°  Fahrenheit 

103°  Fahrenheit 

76°  Fahrenheit 

366°  Fahrenheit 


3776  pounds 

5  per  cent. 
Powell  Duffryn 


2642 
242 
17.9      knots 
1.429  pounds 

3-5 
10.5 


December  ist,  18 


252  square  feet 
9424  square  feet 


151 
U7 

39 
6 

26 


pounds 
pounds 
pounds 
pounds 
inches 

0.5  inch 

0.3  inch 


57°  Fahrenheit 

70°  Fahrenheit 

550°  Fahrenheit 

I  ro°  Fahrenheit 

82°  Fahrenheit 

365°  Fahrenheit 


6462  pounds 

6  per  cent. 
Powell   Duffryn 


4050 
280 
20.6    knots 
1.57  pounds 

2-3 
16. 


On  December  ist  a  full  power  sea  trial  was  made  on  the  four  boilers. 

During  these  trials  the  temperature  of  the  gases  at  the  base  of  the  funnel 
was  taken  every  half  hour,  by  noting  the  melting  of  chemically  pure  metals  in 
a  similar  manner  as  for  the  trials  on  shore. 

At  the  expiration  of  the  full  power  trials,  the  Admiralty  decided  to  further 
test  the  new  boilers  in  actual  sea  service  Accordingly,  an  exhaustive  series 
of  nine  tests  was  arranged,  each  test  to  cover  a  distance  of  looo  niiles. 

During  each  of  these  trials  the  engines  were  run  at  a  constant  rate,  and 
an  accurate  record  kept  of  the  coal  burned.  The  three  after  boilers  only  were 
used,  the  fourth  being  held  in  reserve  (cold). 

The  programme  was  as  follows  : 

Four  1000-mile  runs  with  engines  developing  1500  indicated  horse-power 

at  the  rate  of  500  indicated  horse-power  per  boiler. 
Two  1000-mile  runs  with  engines  developing  1800  indicated  horse-power 

at  the  rate  of  600  indicated  horse-power  per  boiler. 
Two  1000-mile  runs  with  engines  developing  2000  indicated  horse-power 

at  the  rate  of  666  indicated  horse-power  per  boiler. 
One   1000-mile  run  with   engines  developing   2250   indicated   horse-power 

at  the  rate  of  750  indicated  horse-power  per  boiler. 


59 


LATEST  TYPE  SEMI-MARINE  BABCOCK  &  WILCOX  BOILER-PATEN  1" 


ED 


The  results  obtained  on  these  and  the  preceding  basin  and  commissioning 
trials  are  as  follows  : 

SUMMARY— BASIN   AND    SEA-GOING   TRIALS 


Date 


1 4- 1 1-98 
15-11  -98 
1 6-1 1-98 
17-II-98 
28-1 1 -98 
I -I  2-98 
22-  2-99 
-28-    2-99 

9-  3-99 
.28-  3-99 
20-  4-99 

5-  5-99 

19-  5-99 
15-  6-99 

3-  7-99 

20-  7-99 


Nature  of   Trial 


Evaporative 

Evaporative 

Evaporative 

Evaporative  .     .     .     . 

8  hours  at  2500  I.  H.-P.  . 
3  hours  at  3000  I.  H.-P.  . 
3  hours  commissioning . 
1000  miles  at  1500  I.  H.-P. 
1000  miles  at  1500  I.  H.-P. 
1000  miles  at  1500  I.  H.-P. 
1000  miles  at  1500  I.  H.-P. 
loco  miles  at  1800  I.  H.-P. 
1000  miles  at  1800  I.  H.-P. 
1000  miles  at  2000  I.  H.-P. 
1000  miles  at  2000  I.  H.-P. 
1000  miles  at  2250  I.  H.-P. 


o  S 

W^ 


Total 


Mean 146  1974 


.2  3 


3 

3 
69 
68 
70 
68i 
67 
66i 

59 
6ii 


63  2f 


c  3      ^7 


168  II16 
179  1292 
169'  I761 
165  1873 
152  2642 
151!  4050 

119:  2735 
120  1303 
I20|  1506 
I35I  1534 
'30:  1539 
I35I  1829 

140'  iS 
•45  2033 
1401  204 
150:  2245 


Kg 


.0 

■43 

.14 

.0 

.0 

.0 

.0 

.0 

.0 

.0 

.0 

.0 


1.69 
1.46 
1.78 
1.67 
1-43 

1.64 

i.6t 

1.6 

1-75 

1-59 

1.6 

1.68 

1-57 
1.56 
1.63 


1.63 


■2  = 
«  3 

^  ° 


15.0 
15.0 
25.0 
25.0 
15.0 
25.6 

17.8 

12.8 

12.67 
14.2 

I3-I 
154 
16.4 
17.0 
16.8 
194 


152 
150 
200 

150 
216 
220 
220 
230 
250 


9.85  .198 


126 
126 
126 
126 
252 
252 
252 
189 
189 
i8q 


At  the  finish  of  the  looo-mile  trials,  several  experiments  were  made. 
The  first  one  was  on  the  forward  boiler,  when  the  time  required  to  raise  steam 
to  140  pounds  pressure  from  cold  water  was  taken;  the  temperature  of 
the  water  at  the  start  was  70  degrees,  and  steam  was  raised  to  140  pounds 
pressure  in  23  minutes.  After  that  a  stopping  and  starting  test  was  made; 
the  engines  were  going  full  speed  and  suddenly  stopped.  The  front  tube  doors 
and  up-take  doors  were  immediately  opened  and  the  ash-pit  doors  closed  ;  the 
.steam  gauge  was  then  watched  and  the  pressure  did  not  rise  more  than  5 
pounds,  neither  did  the  safety  valves  lift. 

The  next  test  was  made  to  ascertain  how  soon  the  operation  of  drawing  a 
tube  could  be  commenced  after  the  fires  were  pulled  out  of  the  furnace.  No.  4 
boiler  was  used  for  this  purpose.  This  boiler  was  worked  at  full  power ; 
suddenly  the  fires  were  drawn  and  the  water  blown  out ;  in  24  minutes  after 
hauling  the  fires  several  caps  were  taken  off  ready  for  drawing  tubes.  Then  a 
test  was  made  to  show  how  quickly  a  tube  could  be  taken  out  of  a  boiler. 
Three  tubes  were  drawn  one  after  the  other ;  the  first  took  1 1  minutes,  the 
second  10  minutes,  and  the  third  9  minutes. 

At  the  conclusion  of  these  experiments,  the  "Sheldrake"  had  completed 
the  whole  of  the  Admiralty  programme  and  returned  to  Devonport,  where  a 
•careful  examination  was  made  of  the  boilers,  which  were  found  to  be  in  as  good 
a  condition  everywhere  as  when  they  left  the  works. 


61 


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DREDGERS    FITTED   WITH    WATER-TUBE    BOILERS 

RUSSIAN    GOVERNMENT    DREDGERS    FIRED    WITH    NAPHTHA 

NOVEL  feature  in  the  dredgers  shown  in  the  accom- 
panying photograph,  which  have  been  built  by  Messrs. 
La  Societe  Anonyme  John  Cockerill  of  Seraing,  for  the 
Russian  Government,  is  the  installation  of  water-tube 
boilers.  These  are  of  the  Babcock  &  Wilcox  marine 
type,  and  have  given  on  the  trials  very  great  satisfaction. 
There  are  four  of  these  boilers  on  each  hull  half, 
making  eight  in  all,  having  a  total  heating  surface  of 
17,200  square  feet.  In  addition  to  this  a  small  boiler  of  the  same 
construction  is  fitted  in  a  stern  wheel  steamer,  which  is  to  act  as  a  work- 
shop and  general  tender  to  the  dredger;  this  boiler  has  1000  square  feet  of 
heating  surface. 

On  the  Russian  official  trials,  which  took  place  on  the  24th  to  29th  of  May, 
1900,  the  boilers  worked  throughout  without  a  hitch,  giving  an  abundance  of 
perfectly  dry  steam.  On  the  full  power  trial,  with  all  the  machinery  running,  no 
trouble  was  experienced  in  keeping  the  water  level  constant,  or  in  getting  a 
sufficiency  of  steam,  although  working  at  a  very  high  rate  of  evaporation,  which 
would  be,  judging  from  the  indicated  horse-power  of  the  engine,  nearly  8 
pounds  of  water  per  square  foot  of  heating  surface  per  hour. 

On  the  stern  wheel  steamer,  with  the  boiler  of  1000  square  feet  heating 
surface,  the  boiler  was  forced  to  about  double  its  rated  capacity. 

The  boilers  are  fired  exclusively  with  naphtha ;  there  are  four  burners 
fitted  to  each  boiler  in  the  dredger,  and  two  to  the  boiler  in  the  stern 
wheeler. 

The  burners  are  made  so  as  to  swivel  out  from  the  furnace  when  requiring 
to  be  cleaned  or  examined.  The  spraying  of  the  petroleum  into  the  furnace  is 
accomplished  by  a  jet  of  steam.  The  oil  by  this  means  is  vaporized  and  made 
ready  for  combustion.  The  temperatures  taken  of  the  funnel  gases  showed 
these  to  be  very  low,  i.e.,  not  more  than  about  500  degrees  F. 

Any  soot  which  may  be  formed  at  any  time  on  the  tubes  can  very 
readily  be  removed  by  means  of  suitable  doors,  which  are  provided  in  the 
boiler  casing  for  the  purpose  ;  through  these  doors  the  whole  of  the  heating 
surface  of  the  boiler  can  be  scraped  or  brushed,  and  as  the  whole  of  the 
interior  of  the  tubes  can  be  cleaned  from  scale,  etc.,  it  will  be  seen  that  if 
ordinary  care  in  cleaning  is  taken,  the  boiler  can  always  be  relied  upon  to 
produce  steam  as  efficiently  after  it  has  worked  a  long  time  as  when  first 
installed. 

The  boilers  are  constructed  in  such  a  manner  that  repairs  can  be  readily 
carried  out  by  the  engineer's  staff  on  board. 

63 


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One  of  the  advantages  derived  from  the  use  of  these  boilers  is  the 
small  amount  of  weight,  as  compared  with  ordinary  boilers.  The  weight 
of  the  four  boilers  on  one  hull  half,  complete  in  working  order  with  funnel, 
up-takes,  and  all  accessories,  was  .02  tons  per  indicated  horse-power  developed 
on  the  trial. 

DREDGERS  "HERCULES,"   "SAMSON"   AND  "ARCHER" 

The  above  vessels  are  sand-pump  dredgers,  and  were  built  in  1900  by 
Messrs.  Sir  W.  G.  Armstrong,  Whitworth  &  Co.,  Ltd.,  Newcastle-on-Tyne,  all 
three  ships  being  fitted  with  Babcock  &  Wilcox  boilers,  the  first  two  ships 
with  four  boilers  each,  and  the  last  with  six  boilers,  a  total  aggregate  heating 
surface  of  44,300  square  feet  and  grate  surface  of  1 125  square  feet. 

All  three  had  satisfactory  trials  on  the  River  Tyne  and  at  sea,  afterward 
proceeding  to  Australia  under  their  own  steam,  where  they  will  operate  in  the 
service  of  the  Queensland  Government.  Information  received  from  various 
ports  of  call  indicated  that  the  boilers  were  working  most  satisfactorily. 

The  boilers  were  made  especially  large  to  utilize  inferior  coals. 


HOPPER  DREDGE  "  ANTELEON  " 

The  trial  of  this  hopper  dredge  took  place  at  Skelmorlie  on  August  3d, 
1898.  The  vessel  was  built  by  Messrs.  Simons  &  Co.,  of  Renfrew,  for  the 
New  South  Wales  Government,  and  is  fitted  with  twin-screw  propelling  engines, 
each  having  cylinders  10,  15^  and  26  inches  diameter  by  16  inches  stroke, 
indicating  about  650  horse-power  at  235  revolutions  per  minute.  Two 
Babcock  &  Wilcox  water-tube  boilers  supply  steam  to  the  propelling  engines, 
pumping  engines,  and  auxiliary  machinery,  and  the  total  weight  of  the  main 
engines  and  boilers  is  only  53  tons.  Two  runs  were  made  in  opposite 
directions  at  Skelmorlie  (the  vessel  being  loaded  to  full  capacity),  when  a  mean 
speed  of  over  gj4  knots  was  obtained,  the  contract  speed  being  only  8  knots. 
Further  sand  pumping  trials  were  carried  on  at  Brodick  Bay,  and  on  the  result 
of  these  and  the  speed  trials,  Messrs.  Simons  are  to  be  congratulated.  This 
vessel  may  be  quoted  as  another  instance  of  the  suitability  of  the  Babcock  & 
Wilcox  boilers  for  all  classes  of  vessels,  and,  as  showing  the  reliance  which 
may  be  placed  upon  the  boilers,  it  is  intended  that  this  vessel  will  steam  out 
to  Sydney,  N.  S.  W.  It  may  be  mentioned  that  the  "  Anteleon  "  is  the  fourth 
Scotch-built  vessel  into  which  the  Babcock  &  Wilcox  boilers  have  been  fitted 
within  the  past  year  or  so. —  T/ie  Steamship. 


It  is  interesting  to  note  that  the  "Anteleon  "  steamed  to  Sydney,  N.  S.W., 
in  eighty  days,  and  on  arrival  the  boilers  were  found  to  be  in  excellent 
condition. 

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66 


DREDGE    "TEXAS     CITY"     AND     FLOATING    DRY    DOCK    "ALGIERS" 

The  steam  dredge  "Texas  City,"  built  in  the  spring  of  1900,  was  equipped 
with  a  Babcock  &  Wilcox  boiler  of  the  semi-marine  type.  This  style  of  con- 
struction is  somewhat  heavier  than  the  marine  and  not  quite  so  compact, 
favoring  the  land  or  stationary  boiler  in  appearance ;  the  tubes  forming  the 
heating  surface  being  4  inches  in  diameter  and  from  12  to  14  feet  in  length. 
Around  the  boiler  is  fitted  an  air-tight  wrought-steel  casing,  which  contains 
asbestos,  magnesia  and  light  fire  tile  placed  against  the  side  tubes.  The  boiler 
is  supported  upon  a  plate  and  channel  girder,  thereby  distributing  the  weight 
of  the  structure  over  a  large  area. 

Four  boilers  of  this  class  have  been  installed  on  the  United  States 
Government  floating  dry  dock  "Algiers." 


STEAM   DREDGE  "TEXAS  CITY" 
Capacity,   3500   Cubic   Yards  of   Blue  and   Red   Clay    Per    Day 


PONTOON   PIPE   LINE 

From  Dredge  to  Dumping  Ground 


DISCHARGE  OF  20-INCH   PIPE 
1000   Feet   from   Dredge 


67 


68 


FUEL— ITS    COMBUSTION    AND    ITS    HEAT    VALUE 

''HE  term  "fuel,"  in  its  widest  sense,  may  mean  any  sub- 
stance which,  by  its  combination  with  oxygen,  evolves  heat. 
It  is  generally  applied,  however,  to  those  substances  which 
are  in  common  every-day  use  for  heat -producing  purposes. 
Coal  is  the  fuel  most  extensively  used,  and  while  saw- 
dust, rice-chaff,  bagasse,  wood,  etc.,  are  not  uncommon 
fuels  for  making  steam  on  land,  coal  is  practically  the  only 
kind  that  need  be  considered  in  marine  practice. 

The  nature  and  quality  of  coal,  in  point  of  view  of  its  heating  value,  vary 
considerably.  It  is  a  fossil  of  vegetable  origin,  and  the  difference  in  its  nature 
is  attributed  to  the  variation  in  its  origin.  Coal  from  the  same  stratum  does 
not  vary  in  its  nature  or  characteristics,  and  generally  these  characteristics  are 
the  same  in  a  certain  district,  hence  the  district  from  which  a  certain  coal  is 
obtained  usually  determines  its  commercial  designation. 

Coal  is  divided  into  two  main  classes — anthracite  and  bituminous. 

"Anthracite"  is  a  word  of  Greek  origin,  meaning  "carbon"  or  "  coke," 
the  fuel  being  so  named  probably  because  it  is  that  which  contains  the  largest 
percentage  of  fixed  carbon. 

"Bituminous"  is  of  Latin  origin,  meaning  "containing  or  resembling 
bitumen." 

There  are  various  degrees  in  the  nature  of  these  coals,  which  may  be 
enumerated  as  follows :  Anthracite,  or  hard  coal ;  semi-anthracite ;  semi- 
bituminous  ;  bituminous,  or  soft  coal ;  and  lignite. 

Pure  anthracite  coal — which  is  said  to  be  the  oldest  and  deepest  formation 
— is  found  principally  in  the  United  States  of  America.  It  is  also  found  in  the 
western  part  of  the  South  Wales  coal  fields ;  in  the  neighborhood  of  Swansea ; 
in  some  parts  of  Scotland ;  to  a  small  extent  in  France ;  in  the  South  of 
Russia  ;    and  in  the  Osnabriick  district  of  Westphalia,  Germany. 

Semi-anthracite  coal  closely  resembles  anthracite  in  its  physical  characteris- 
tics and  appearance,  but  contains  less  fixed  carbon  and  burns  more  freely.  It 
is  represented  by  what  is  known  as  "Welsh  anthracite,"  and  by  coals  from  a 
limited  territory  in  Pennsylvania. 

Semi-bituminous  coal  is  most  largely  represented  by  the  "Cardiff"  or 
"Welsh"  coals  from  the  enormous  fields  of  South  Wales,  and  in  the  United 
States  by  the  rich  deposits  on  the  slope  of  the  Appalachian  Mountains, 
extending  from  Clearfield  County,  Pa.,  to  the  southern  boundary  of  Virginia, 
the  coals  in  this  belt  taking  the  names  of  "Pocahontas,"  "  George's  Creek," 
"Clearfield,"  etc.  The  Belgium  coal,  known  as  "Demigras,"  is  also  of  this 
class. 

Bituminous  coal  is  found  almost  all  over  the  world.  The  largest  known 
fields,  generally  speaking,  are  in  Scotland,  England   and  the  United   States. 

69 


cja 


It  is  found  in  less  quantity,  in  Germany  in  the  Ruhr  district,  in  Westphalia 
and  Silesia,  in  the  north  of  France,  Austria,  Russia,  China,  Japan,  India, 
Australia,  New  Zealand  and  Canada. 

"Cannel"  coal,  a  variety  of  bituminous  coal,  is  found  in  the  Midlands  of 
England  and  in  the  United  States.  It  is  used  principally  for  making  illuminating 
gas  and  for  domestic  purposes. 

The  principal  lignite  fields  are  in  France,  Italy,  Germany  and  Austria,  but 
lignite  is  also  found  in  the  United  States  and  in  Sweden. 

The  theoretical  heating  value  of  fuel  is  the  heat  which  it  develops  when 
consumed  under  theoretically  correct  conditions — which  are  practically  only 
obtained  in  the  laboratory — and  it  is  expressed  in  heat  units  or  thermal 
units.  In  England  and  the  United  States  of  America  the  British  thermal 
unit  is  adopted,  this  being  the  amount  of  heat  required  to  raise  the  temperature 
of  one  pound  of  water  one  degree  Fahrenheit. 


Steam  Drum  and  Tube  Doors  of  Babcock  &  Wilcox   Marine 
Boiler,  U.   S.  S.  "Atlanta" 


71 


Arrangement   of    Babcock    &    Wilcox    Boilers    in    U.   S.    S.    "Atlanta" 
Total  Heating  Surface   7600  Square  Feet.     Grate,  212  Square  Feet 


72 


On  the  Continent  of  Europe  the  "  calorie  "  is  used,  and  the  standard  is  the 
heat  required  to  raise  the  temperature  of  one  kilogram  of  water  one  degree 
centigrade. 

To  convert  calories  per  kilogram  of  coal  into  British  thermal  units  per 
pound  of  coal,  multiply  by  1.8. 

The  theoretical  heating  value  of  the  above-mentioned  coals  varies  between 
7000  and  15,500  British  thermal  units  per  pound,  depending  largely  on  the 
varying  amounts  of  incombustible  matter  or  ash  that  the  coals  contain. 

The  semi-bituminous  coals  of  the  Pocahontas  and  Cardiff  varieties  are  the 
most  uniform  in  this  respect,  the  ash  being  only  3  to  8  per  cent.;  Belgian 
"Demigras"  will  run  from  5  to  15  per  cent.,  while  the  residue  in  Transvaal 
coal  may  reach  25  to  35  per  cent. 

The  anthracite  coals,  as  mined,  contain  from  1 5  to  30  per  cent,  of  refuse  or 
slate.  Most  of  this,  however,  is  usually  removed  when  the  coal  is  prepared  for 
the  market,  so  that  anthracite,  as  sold,  may  contain  as  little  as  3  per  cent.  On 
the  other  hand,  the  smaller  sizes  may  run  very  high  in  ash,  and  cases  have  been 
known  where  50  per  cent,  refuse  has  been  found  in  boiler  tests. 

Bituminous  coals  are  extremely  variable,  running  from  5  to  35  per  cent, 
ash,  while  the  percentage  in  lignite  is  usually  considerably  under  10. 

The  heat  value  of  the  combustible  portion  of  the  coal  (ash  and  moisture 
deducted)  is  also  quite  variable,  and  depends  on  the  quality  of  the  volatile 
matter,  which  may  be  either  very  rich  in  hydrocarbons,  as  in  semi-bituminous 
coals,  or  comparatively  high  in  oxygen,  as  in  many  of  the  bituminous  coals  and 
lignite.  So  much,  in  fact,  does  the  amount  of  oxygen  found  in  lignite  detract 
from  the  calorific  value  of  the  volatile  matter,  that  the  combustible  portion  of 
lignite  is  worth  only  about  three-fourths  that  of  semi-bituminous  coal. 

APPROXIMATE  CHEMICAL  COMPOSITION  OF    SEVERAL  TYPICAL  KINDS 

OF  SOLID   FUELS 


Wood,  perfectly  dry 

Wood,  ordinary 

Peat ,     .     . 

Charcoal 

Straw      . .     . 

Coal,  anthracite 

Coal,  semi-bituminous 

Coal,  bituminous,  Pittsburg  .  .  .  , 
Coal,  bituminous,  Hocking  Valley,  O. 
Coal,  bituminous,  Illinois       .     .     .     . 

Brown  coal.  Pacific  coast 

Lignite,  Pacific  coast 


Moisture 

Carbon 

Hydrogen 

Oxygen 

0 

50 

6.0 

41-5 

20.0 

40 

4.8 

33-2 

30.0 

40.6 

4.2 

21.7 

12.0 

84 

I.O 

0 

16.0 

36 

5-0 

38.0 

I.O 

86 

I.O 

10 

I.O 

84 

4.2 

34 

1.4 

75 

5-0 

8.0 

7-5 

67 

4.8 

1 0.0 

I  I.O 

56 

5.0 

II. 0 

16.8 

50 

3-8 

136 

14.0 

55 

4.0 

150 

Nitrogen  *    Sulphur 


I.O 
0.8 


OS 

0-5 

0.8 

0.6 

I.O 

1.6 

1.2 

1-5 

I.O 

3-0 

0.9 

1.0 

1.0 

1-5 
1.2 

3-5 

30 

5-0 

1 0.0 

6.0 

8.0 

8.0 

13.0 

13-2 

5-0 


73 


=a 


The  elements  in  the  coal  from  which  we  derive  heat  are  carbon  in  its 
solid  state,  hydrogen,  and  sometimes  a  little  sulphur.  The  hygroscopic  water 
which  it  contains  is  injurious,  as  it  absorbs  heat  for  its  own  evaporation. 

The  heat  value  of  the  fuel  may  be  calculated  from  the  analysis  by  means 
of  Dulong's  formula,  as  follows  :      B.T.U.  per  pound  equal 

146  C+620  (H->^0)+40  S 

in  which  C,  H,  O  and  S  are,  respectively,  the  percentages  of  carbon, 
hydrogen,  oxygen  and  sulphur  in  the  fuel,  and  the  constants  are  the  most  recent 
average  heat  values  for  carbon,  hydrogen  and  sulphur,  each  divided  by  100. 

The  actual  heating  value  of  a  coal,  as  determined  by  test  with  an  instru- 
ment known  as  a  "bomb  calorimeter"  (see  page  88),  agrees  very  closely  with 
that  calculated  from  the  analysis,  usually  within  2  per  cent.,  when  both  the 
analysis  and  the  calorimeter  test  are  made  by  a  skilled  chemist. 

The  analyses  given  in  the  foregoing  table  are  called  "  ultimate  analyses," 
since  the  constituents  of  the  fuel,  except  the  moisture  and  ash,  are  reduced  to  the 
ultimate  chemical  elements.  Another  kind  of  analysis,  called  "  proximate 
analysis,"  is  more  commonly  used,  which  separates  the  coal  into  four  parts,  viz. : 
moisture,  volatile  matter,  fixed  carbon  and  ash. 

The  proximate  analysis  is  of  great  value  for  indicating  the  general  charactei' 
of  a  coal.  By  dividing  the  percentages  of  volatile  matter  and  fixed  carbon  each 
by  their  sum,  we  obtain  the  percentages  of  each  in  the  "combustible,"  or  coal 
dry  and  free  from  ash.  These  percentages  serve  to  identify  the  class  to  which 
the  coal  belongs,  as  follows : 


Class  of  Coal 

Fixed  Carbon 
oer  cent,  of 
Combustible 

Volatile  Matter 
per  cent,  of 
Combustible 

Anthracite 

100  to  92 
92   to  87 
87  to  75 

75  to  50 
below  50 

0  to     8 

8  to  13 

13  to  25 

25  to  50 

over  50 

Semi-bituminous 

These  various  kinds  of  coal  act  very  differently  during  their  combustion 
in  a  furnace,  and  to  get  the  best  results  each  must  be  handled  in  the  way  best 
suited  to  its  characteristics  ;  and  the  size  and  design  of  the  furnace  must  also 
be  adapted  to  the  particular  requirements  of  the  coal. 

With  anthracite  coal  disintegration  and  distillation  take  place  very  slowly, 
with  semi-bituminous  coal  they  take  place  somewhat  faster,  and  with  bituminous 
coal  almost  instantaneously,  the  rate  depending  on  the  percentage  of  fixed  carbon. 

For  the  combustion  of  one  pound  of  carbon  2.66  pounds  of  oxygen  are 
necessary,  and  as  the  air  contains  only  23  per  cent,  of  oxygen,  it  follows  that 
1 1.6  pounds  of  air  are  necessary  for  the  combustion  of  one  pound  of  carbon. 


75 


y.    < 


-    =5 
—     O 


tOH      > 


00 


u 


^  '-> 

PQ   o 

H   5 
w   >. 

o  o 

o" 
z 
o 


fH'- 


The  air  required  for  combustion  in  a  boiler  furnace  has  to  pass  through 
the  spaces  between  the  grate  bars,  and  the  layers  of  fuel  on  them,  the  rapidity 
wiih  which  it  passes  through  depending  on  the  intensity  of  the  draft  and 
condition  of  the  fire. 

When  the  fuel  is  supplied  in  too  great  a  quantity,  or  the  supply  of  air  is 
insufficient,  the  carbonic  acid,  formed  in  the  lower  layers  of  the  fuel,  takes  up 
another  portion  of  carbon  in  the  upper  layers,  and  forms  carbonic  oxide  or 
carbon  monoxide,  which  passes  through  the  boiler  unconsumed,  and  frequently 
re-ignites  at  the  top  of  the  funnel,  where  it  comes  into  contact  with  sufficient 
air  to  enable  its  combustion  to  be  completed.  Thus,  flaming  at  the  top  of  the 
funnel,  or  ia  the  flues  beyond  the  boiler,  is  generally  a  sure  sign  of  unsatisfac- 
tory conditions  of  combustion. 

Anthracite  coal,  and  coke,  may  be  called  comparatively  slow  combustion 
fuels,  and  to  provide  that  a  certain  quantity  shall  be  consumed  for  a  given  size 
of  boiler,  either  the  grate  surface  must  be  increased,  as  compared  with 
bituminous  coal,  or  the  mtensity  of  the  draft — in  other  words,  the  velocity 
of  the  air  supply — must  be  increased.  From  this  arises  the  fact  that  when 
burning  anthracite  coal  in  a  boiler  furnace  proportioned  for  bituminous  coal, 
either  an  extra  high  funnel  is  required,  or  an  artificial  method  of  intensifying 
the  draft,  commonly  called  "forced  draft,"  must  be  used. 

Anthracite  and  semi-anthracite  are  the  coals  for  which  it  is  easiest  to  design 
a  suitable  furnace,  and  experience  has  shown  that  with  all  types  of  boilers,  for 
these  fuels  the  plain  level  grate  is  the  most  practical ;  it  is  the  cheapest  in 
up-keep,  and  it  requires  the  least  skill  on  the  part  of  the  fireman. 

Naturally,  the  size  of  lump,  the  percentage  of  ash,  the  rate  of  combustion 
required,  and  the  strength  of  draft,  determine  such  details  as  width  of  bar, 
extent  of  grate  surface,  form  of  bar,  and  size  of  air  opening. 

With  semi-bituminous  coal,  owing  to  its  larger  percentage  of  volatile 
matter  and  the  rapidity  with  which  this  inflammable  gas  is  distilled  off,  more 
space  must  be  provided  in  the  furnace  and  care  taken  to  prevent  the  burning 
gases  coming  in  contact  with  the  boiler  heating  surface  and  being  cooled 
before  combustion  is  complete. 

These  points  are  still  further  accentuated  in  relation  to  bituminous  coal 
and  lignite,  and  neglect  to  observe  their  importance  leads  to  great  loss  in  the 
use  of  these  fuels. 

The  best  methods  of  handling  semi-bituminous  coal  and  the  bituminous 
coal  having  the  larger  percentage  of  fixed  carbon,  is  to  fire  it  on  the  front  end 
of  the  grate,  where  it  is  "coked,"  the  volatile  gases  passing  back  over  the 
incandescent  fuel  and  burning  completely  before  touching  the  heating  surface. 
The  coke  left  on  the  front  is  then  pushed  back  and  a  fresh  charge  of  coal 
fired. 

With  the  very  volatile  bituminous  coals  and  lignite,  it  is  impossible  to 
handle  the  fuel  in  this  way,  as  it  does  not  coke  and  has  a  tendency  to  form  bad 

77 


and  troublesome  clinker  when  worked  with  the  fire  tools.  This  fuel  should  be 
spread  in  very  light  charges  evenly  from  the  front  to  the  back,  covering  each 
half  of  the  grate  alternately. 

Semi-bituminous  and  the  coking  variety  of  bituminous  coal  may  also  be 
fired  in  this  way  with  no  loss  in  economy  if  the  firing  is  skillful. 

The  method  of  firing  and  the  design  of  the  furnace  have  a  material  effect 
on  the  production  of  smoke  ;  but  it  may  be  mentioned  that  while  smoke  is  an 
indication  that  the  conditions  of  combustion  are  susceptible  of  improvement,  an 
absence  of  smoke  is  not  by  any  means  a  sure  sign  of  proper  combustion,  for 
it  may  be  brought  about  by  too  much  air  being  supplied,  and  consequent  dilution 
of  the  gases ;  nor  is  the  production  of  smoke  by  any  means  an  indication  that 
much  waste  takes  place,  for  the  quantity  of  unconsumed  carbon  sufficient  to 
color  the  escaping  gases  from  a  boiler  is  an  exceedingly  small  percentage  of  the 
total  amount  of  fuel. 

The  Babcock  &  Wilcox  Marine  Boiler,  here  illustrated,  is  the  best  of  all 

water-tube  boilers,  so  far 
designed,  for  obtaining  a 
high  efficiency  w^ith  bitumi- 
nous coals. 

It  will  be  seen  that  the 
gases  evolved  from  the  fuel, 
pass  under  the  roof  located 
over  the  front  portion  of  .  the 
lowest  row  of  tubes,  to  a  high 
combustion  chamber  at  the 
rear,  and  are  thoroughly 
mixed  and  burned  before  en- 
tering the  bank  of  tubes 
forming  the  heating   surface. 

Generally  speaking,  with 
this  boiler  and  with  careful 
firing  and  favorable  condi- 
tions, from  70  to  75  percent, 
of  the  heat  units  which  a 
coal  is  found  to  contain  theoretically,  can  be  transferred  to  the  water  and 
steam.  Claims  have  been  made  that  more  than  this  can  be  obtained — 
up  to  80  per  cent. — with  certain  classes  of  boilers  ;  we  do  not  wish  to  dispute 
the  possibility  of  obtaining  this,  but  certainly  it  is  only  obtainable  under 
conditions  which  are  so  carefully  studied  as  to  be  impracticable  or  impossible  to 
maintain  in  ordinary  practice.  The  remaining  30  per  cent,  is  lost  in  radiation, 
in  the  heat  carried  away  in  the  waste  gases,  and  in  imperfect  combustion, 
due  either  to  unavoidable  excess  of  air  in  the  furnace,  or  to  a  lack  of  sufficient 
air,  depending  upon  the  furnace  conditions.     A  greater  proportion  of  the  heat 


BARTLETT  Sl  CO  ,  N.Y.  I 


79 


can  usually  be  saved  and  utilized  when  anthracite  and  semi-bituminous  coals 
are  employed.  And  as  the  volatile  matter  in  the  fuel  increases,  the  greater 
becomes  the  probable  loss  from  incomplete  combustion. 

Higher  evaporative  efficiencies  can  generally  be  obtained  from  water-tube 
boilers  than  from  shell  boilers,  for  the  reason,  principally,  that  in  the  former 
there  are  furnaces  which  are  capacious,  and  in  which  combustion  takes  place 
more  quickly  than  in  the  furnaces  of  shell  boilers,  where  not  only  is  the  space 
for  combustion  confined,  but  the  fuel  surrounded  by  cool  boiler  surface. 


Method  of  Handling  a  Babcock  &  Wilcox  Boiler  into  a  Steamer 


80 


HEAT   VALUES    OF   COAL 

B.T.U.  PER  POUND  OF  DRV  COAL— CALORIES  PER  KILO.  DRY  COAL 

UNITED    STATES 


Name  and  Locality 
of  Mine 


Alabama : 
Blue  Creek,  mine  run 
Henry  Ellen,  lump  . 
Mary  Lee  .... 
Pratt,  lump  .... 
Old  Pratt,  No.  4  lump 

Arkansas  : 
Coal  Hill       .... 

Eureka 

Lignite 


B.  T.  U. 


Colorado : 
Diamond, Jerome  Park 
New  Caste,  mine  run 

Illinois: 
Paisley,  screenings 
Pana,  screenings    . 
big  Muddy,  lump 
I. add,  lump  .     .     . 
Staunton,  lump 
.Seatonville,  lump 
Streator,  lump 
Streator,  screenings 
Wilmington,    screen 

ings 

Wilmington,    washed 

screenings 

I.NDIANA  : 

Brazil,  block  .  .  . 
New  Pittsburg  .  . 
Brazil,  semi-block 

Indian  Territory  : 
McAleester,  slack 
McAleester,     washed 

slack 

Krebs,  lump      .     .     . 

Kentucky : 
Vanderpool,  lump 

Maryland  : 
George's  Creek      .     . 

Eureka 

Cumberland, mine  run 
Cumberland.mine  run 

Missouri  : 
Hamilton      .... 

Frontenac,  lump  .  . 
Glen  Oak       .... 


II93I 
13608 
'33'4 
12835 
14580 


•  3452 
1 2254 
9215 


i3«03 
1Z069 


I^9^2 
10565 
i34'>' 
12450 
II 508 
12000 
12600 
12200 

9750 

1 2 100 


13629 
12369 
12500 


10903 
12874 


14216 
13652 
13660 
'43«3 


1 1662 
9743 
9767 


Calo- 


6628 
7560 
7397 
7'3i 
8100 


7473 
6808 

5"9 


7280 
6705 


6079 
5869 
7444 
6917 
6393 
6667 
7000 
6778 

5417 
6722 


7572 
6872 
69H 


5840 

6057 
7152 


7898 
7585 
7589 
7952 


6479 
5413 
5426 


n 


Authority 


Name  and  Locality 
of  Mine 


-W.  B.  Phillips 


TheB.  &W.Co. 


St.  Louis  Sampling 

Works 
B.  &  W.,  Ltd. 


J  Carpenter 


i  The  B.  &  \V.  Co. 


-Carpente 


}Noyes,  McTaggart 
and  Craven 
Carpenter 


St.  Louis  Sampling 
"     Works 


Carpenter 

■  Barrus 

•The  B.  &  W.  Co. 


Forsvth 
(  St.  Louis  Sampling 
I      Works 


Ohio  : 

Brier  Hill,  lump  .     . 
Jackson,  lump 
Cambridge  .... 
Hocking  Valley,  lump 
Hocking  Valley,  mine 

run    .     .     . 
Palestine 
Salineville    . 
Yellow  Creek 
Waterford    . 


Pennsylvania  : 
Anthracite 

Buck  Mountain,  buck 
wheat     .... 

Cross  Creek     .     . 

Honey  Brook  .     . 

.\vondale     .     .     . 

Drifton,  buckwheat 

Lackawanna     .     . 

Lykens   Valley,  buck- 
wheat      

Scranton  Forty  Foot 


and 


Bituminous 

Connelsville 
Duquesne,  mine  run 
Catsburg 
Beaver  Creek 
Carnegie 
Creedmore  . 
Hoytdale 
Turtle  Creek 
Pittsburg,     nut 
slack     .     .     . 
Youghiogheny 

Tennessee  : 
Glen  Mary  .... 
Crooked  Fork .     .     . 

Virginia  and  West 

Virginia : 
Elk  Garden       .     .     . 
Pocahontas,  Flat  Top 
Pocahontas,  mine  run 
Thacker        .... 
Fairmont,  mine  run 
New  River,  mine  run 
Nuttalburg,  mine  run 
Thermont,  mine  run 


B.T.U. 

Calo- 

nes 

13600 

7556 

13613 

7563 

1307s 

7264 

13 102 

7279 

12571 

6984 

13387 

7437 

13464 

7480 

13603 

7557 

13637 

7576 

12308 

6838 

1 1520 

6400 

11732 

6518 

13219 

7344 

13722 

7623 

•237' 

6873 

11902 

6612 

13050 

7250 

13683 

7602 

14285 

7936 

13858 

7699 

13450 

7472 

14047 

7804 

13640 

7578 

13403 

7446 

13547 

7526 

13280 

7378 

12941 

7190 

12542 

6968 

12542 

6968 

13180 

7322 

14800 

8222 

14355 

7975 

14182 

7879 

13830 

7683 

14488 

8049 

14800 

8222 

"4352 

/973 

Authority 


Carpenter 
The  B.  &  W. 


Co. 


"Lord  &  Haas 


The  B.  &  W.  Co. 
'  Barms 


■Carpenter 


D.  Ash  worth 
Woodman 


Lord  &  Haas 


The  B.  &  W.  Co. 
Barrus 


Anonymous 

The   B.  &  W.  Co. 


Barrus 

The  B.  &  W.  Co. 

[  Lord  &  Haas 


The  B.  &  W.  Co. 


ENGLAND,    GERMANY,    FRANCE,    BELGIUM     AND     AUSTRIA-HUNGARY 


Coals,  Locality  of 
Beds 


GREAT  BRITAIN 

welsh  coals 

Ebbw  Vale,  1848  .     . 
Powell  Duff ryn,  1848 
Llangennech,  1848 
Llangennach,  1871 
Graigole,  1848    .     .     . 
Nixon's  Navigation  . 


B.T.U. 

Calo- 

ries 

162 14 

8998 

I57«S 

8710 

14998 

8318 

14964 

8305 

14689 

8152 

15000 

8325 

Almost  pure  anthra- 

>■    cites,  having  84  to 

89%  of  carbon 


Coals,  Locality  of 
Beds 


GREAT  BRITAIN 

continued 

Gwaun  Cae  Gurwen 
Newcastle    .... 
Derbyshire  and  York- 
shire       

Lancashire  .... 
Scotch 


B.T.U. 


i5'23 
14820 

13860 
13918 
12870 


Calo- 
ries 


8402 
8225 

7692 
7724 
7150 


Nature 


Pure, hard  anthracite 

}  Bituminous  coal, 
having  77  to  82% 
of  carbon 

Bitu.  coal,  having 
78%  of  carbon 


81 


EUROPEAN     COUNTRIES— CONTINUED 


Coals,  Locality  of 
Beds 


B.  T.  U. 


GERMANY 
Rhenish  Prussia  : 
Dortmund,  Ruhr  coal 
Witten,  Ruhr  coal  . 
Bochuin,  Ruhr  coal  . 
Bommern,  Ruhr  coal 

Essen,  Ruhr  coal 
Saar-coal       .... 

Saxony: 

Zwickau 

Hohndorf      .     .     .     . 
Oelsnitz 


Lower  Saxony,  An 

HALT  AND  BrUNSW 

Unseburg 

Atzendorf 

Neudorf   . 

Gorzig 

Halle  a.  S. 

Bitterfeld 

Naumburg 

Hanover  : 
Osnabriick     .     . 

Obernkirchen     . 


Silesia  (Prussia) 
Carlsse^en     .     . 
Myslowitz 
Waterloa  .     .     . 
Konigshiitte 
Paulusgrube 
Waldenburg 
Brandenburg     . 
Neurode  .     .     . 
Freienstein    .     . 
Maxgrube 

Bavaria  : 
Hanshamer  coal 
Peipenberg  .  . 
Penzberg  .     .     . 


FRANCE 

Anthracite  de  la  May 
enne 

Anthracite  de  La 
mure  ^Isfere)    .     . 

Bassin  du  Bas-de- 
Calais: 
Maries       .... 

Bully 

Hessin      .... 
Lens 

Naux 

I'Escarpelle  .     .     . 
les  Courrieres    .     . 


Bassin  de  la  Saone 
Blanzy 

Epinac 

Bassin  db  la  Loire 
Rive-de-Gier        puits 

Henry 

Rive-de-Gier,  No.  i 
Rive-de-Gier,     Cime- 

tifere  I 


14518 
J5I-25 
«35>4 
13212 

14985 
11511 


11964 
"343 
10674 


5769 
6444 
6093 
3853 
4165 
3830 
4563 


10789 
12718 


10422 

10758 
11412 
12247 
1242  s 
12637 
12193 
•3393 
9651 
10087 


Calo- 
ries 


15566 
13782 


14175 
15 120 

15352 
15258 

15256 
15400 
14265 


1 548 1 
15472 
'4493 


8066 
8403 
7508 
7340 

8325 
639s 


6647 
6302 
5930 


3205 
3580 

3385 

2  40 
2314 
2128 

2535 


5994 
7066 


379° 
5977 
6340 
6804 
6903 
7021 
6774 
7441 
5362 
5604 


5456 
4548 
4956 


8646 
7657 


787s 
8400 
8529 
8477 

84-6 
8556 
7925 


7293 
7826 


8601 
8596 
8052 


Nature 


Cannel  coal 

Short     flame    coal, 
semi-anthracite 

Cannel  coal 


Cannel  coal 


!  Brown  coal  or  lig- 
nite, low  grade 


Semi-anthracite,  low 

grade 
Bituminous 


[Long  flaming,semi- 
i      bituminous 


Lignite     or    brown 
coal,  low  grade 


Anthracite 


Bituminous,     hard 

coal 
Bituminous,  coking 
Bituminous,     hard 

coal 

Bituminous,  coking 

Semi-bituminous 
coal 


Semi-bituminous 
coal,  long  flame 

Bituminous      coal, 
long  flame 


Bituminous,     hard 
coal 

Bituminous,      hard 
coal,  long  flame 


Coals,  Locality  of 
Beds 


B.T.U. 


FRANCE 

continued 

Bassin  de  la  Loire: 

Rive-de-Gier,    Cime- 

tiere  2       .... 

Rivede-Gier,      Cou- 

son 

Bassin  de  l' Aveyron: 
Lavaysse      .... 

C^ral 

Bassin  d'Alais  Roch- 
belle 

Bassin  de  Valen- 
ciennes : 
Denain  Fosse  Renard 
Denain  Fosse  Lelvet  i 
Denain  Fosse  Lelvet  2 
St.  Wast,  Fosse  de  la 

Reussite   .... 
St.     Wast,      Grande 

Fosse 

St.  Wast,  Fosse  Tin- 

chon 

Anzin,  Fosse  Chauf- 

four 

Anzin,  Fosse  la  Cave 
Anzin,  P'osse  St. Louis 
Fresne,  Fosse  Honne- 

parte 

Vieux-Conde,    Fosse 

Sarteau     .... 


BELGIUM 

Bassin  de  Mons  : 
Haut-flenu   .... 
Belle  et  Bonne,  fosse 

No.  21  .... 
Levant  du  flenu  .  . 
(Jouchant  du  flenu  . 
Midi  du  flenu  .  .  . 
Grand- Hornu  .  .  . 
Nord  du  bois  de  Bossu 
Grand- Buisson  .  . 
Escouffiaux  .  .  . 
St.  Hortense,  bonne 

veine 


Bassin  du  Centre  : 
Haine  St.  Pierre 
Bois  du  Lac 
La  Louviere 
Bracquegnies 
Mariemont  . 
Bascoup  .     . 
Sars- Longchamps 
Houssu 

Bassin  deCharleroi 
St.     Martin,     Fosse 

No.  3 

Trieukaisin  .... 
Poirier,      Fosse     St. 

Louie 

Bayemont,  Fosse  St. 

Charles  .... 
Sacre-Madame  .  . 
Sars-les-Moulins, 

Fosse  No.  7  .  . 
Carabinier-fran?aise, 

No.  2 

Roton,  veine  Greffier 
Pont-du-Loup  .     .     . 


15309 
14770 

14630 
132C3 

15643 


15244 
15 100 
15316 

i5«oS 

15188 

15082 

•4353 
14549 
15397 

15228 
15409 


14576 

14326 
14508 
14446 
14553 
14943 
14407 
14877 
15217 

15107 


14702 
14358 
15127 
15363 
15168 
14911 
14895 
14945 


14954 
15069 


13806 
15204 


14911 
14311 
14947 


Calo- 
ries 


Nature 


8505 
8206 


7335 
8691 


8469 
8389 
8509 

8392 

8438 

8379 

7974 
8083 
8554 

8460 

8561 


8098 

7959 
8060 
8037 
8085 
8302 
8004 
8265 
8454 

8393 


8168 

7977 
8404 

8535 
8427 
8284 
8275 
8303 


8372 
8012 

7670 
8447 

8403 

8284 

7951 
8304 


I  Bituminous,       hard 
I      coal,  long  flame 


Bituminous,       hard 
coal,  long  flame 

Semi-bituminous 
coal 

Bituminous,  coking 


Bituminous 
long  flame 


1  Bituminous 
I      short  flame 


coal, 


Bituminous , coking 


I  Semi-bituminous 
1      coal 


Semi-bituminous, 
hard  coal 


I  Semi-bituminous, 
I      coking  coal 

J 

I  Bituminous,     hard 


Semi-bituminous, 
coking 


,  Semi-bituminous, 
I      hard  coal 


82 


EUROPEAN    COUNTRIES— CONTINUED 


Coals,  Locality  of 
Beds 


austria-hun- 
(;ary 

Lower  Austria  : 
Griinbach      .     .     . 


Thallern 


Upper  Austria  : 
Wolfsegg-Trannthal 

Stvria  : 

Leoben     

Fohnsdorf     .     .     .     , 

Goriach 

Koflach 

Wies 

Trifail       

Bohemia: 

Kladno 

Buschtehrad       .     .     . 
Libuschin      .     .     .     . 

Schlan 

Rakonitz-Lubna     .     . 

Pilsen 

Schatzlar 

Aussig 

Dux 

Bilin     ...... 

Brux 

Moravia  : 

Rossitz 

M.  Ostran    .     .     .     . 

Gaya 

Gbding 


B.T.  U. 


Calo- 
ries 


11458  4  6366 


7057 


9666 
9187 
6222 
6867 
7997 
7556 


10675 
8865 
9900 
7979 
7257 
93-8 
9552 
6408 
780S 
8182 
8274 


392' 


6006   3337 


I25S3  6974 

12623  7013 

4858  2699 

5056  I  2809 


Natur 


Semi-bituminous 

coal 
Lignite    or    brown 

coal 


Lignite    or    brown 
coal 


5370    ^ 

5104 

3457 

3815 

4443 

4198 


5931 
4925 
5500 
4433 
4032 
S'77 
5307 
3560 
4338 
4546 
4597 


Lignite    or    brown 
coal 


Semi-bituminous 
coal 


Lignite    or    brown 
coal 


}  Lignite    or    brown 
coal 


Coals,  Locality  of 
Beds 


AUSTRIA-HUN- 
GARY 

continued 
Silesia  : 
P.  Ostran 
Orlan-Lazy 
Poremba 
Karwin    .     , 
Taklowetz    , 

Hungary : 

Fiinfkirchen 
Anina       .    .     . 
Neufeld  .     .     . 
Brennberg    .     . 
Aika    .... 
Salgor-Tarjan 
Dorog-Annathal 
Tokod     .     .     . 


Dalmatia  : 
Siveric     .     .     .     . 


ISTRIA  : 


Transylvania 
Petrozseny  .  .  . 
Egeres  .        ... 


Bosnia  ; 


B.T.U 


12564 
12389 
1 1057 
1302 1 
1 1932 


10276 
"356 
5200 

8325 
6913 
7966 
7709 
8069 


8087 


10182 


Calo. 
ries 


6980 
6883 
6143 
7234 
6632 


5709 
6309 

2889 
4625 
3841 
4426 
4283 
4483 


5657 


6270 
4829 


Nature 


'  Bituminous  coal 


■  Cannel  coal 


Lignite     or     brown 
coal 


Lignite     or     brown 
coal 


Lignite     or     brown 
coal 


Lignite     or     brown 
coal 


Lignite    or     brown 
coal 


TEMPERATURE   OF  FIRE 
The  following  table,  from  M.  Pouillet,  will  enable  the  temperature  to  be 
judged  by  the  appearance  of  the  fire  : 


Appearance 

Temperature 
Fahrenheit 

Appearance 

Temperature 
Fahrenheit 

Red,  just  visible 

Red,  dull 

Red,  cherry,  dull 

Red,  cherry,  full 

Red,  cherry,  clear 

977° 
1290 
1470 
1650 
1830 

Orange,  deep 

Orange,  clear 

White  heat 

White  bright 

White  dazzling 

2010° 

2190 

2370 

2550 
2730 

MELTING  POINTS  OF  METALS 


Substance 

Temperature 
-     Fahrenheit 

Metal 

Temperature 
Fahrenheit 

Metal 

Temperature 
Fahrenheit 

Spermaceti  .     .     . 
Wax,  white       ,     . 
Sulphur  .... 

Tin 

Bismuth        .     .     . 

120° 

239 

442 

Lead  .     .     . 
Zinc    .     .     . 
Antimony    . 
Aluminum   . 
Brass  .     .     . 

625° 

780 

842 

1 1 60 

1650 

Silver,  pure    . 
Gold  coin   .     . 
Iron  cast,  med 
Steel      .     .     . 
Wrought-iron 

1830° 

2156 

2010 

2550 
2910 

83 


ca 


EFFICIENCY— USE    OF    THE    COAL    CALORIMETER 

HE  term  "efficiency,"  specifically  applied  to  a  steam  boiler, 
refers  to  the  proportional  amount  of  heat  which  is  taken 
from  the  available  supply  in  the  fuel  and  transferred  to 
the  steam  generated.  In  the  case  of  an  engine,  the 
efficiency  is  determined  by  the  amount  of  heat  taken  from 
the  steam  and  transformed  into  useful  work. 

The  efficiency  of  an  entire  plant,  which  includes  both 
engine  and  boiler  and  all  auxiliary  machinery,  embodying  all  their  combined 
efficiencies,  appears  as  the  amount  of  work  which  can  be  developed  by  the 
engine  for  each  unit  of  fuel  consumed  in  the  furnaces.  It  is  evident,  there- 
fore, that  if  a  poor  engine  be  installed,  the  efficiency  of  the  plant  as  a  whole 
will  be  low,  notwithstanding  a  highly  efficient  boiler,  and  vice  versa ;  and  the 
same  thing  will  also  be  true,  even  with  a  first-class  engine  and  boiler,  provided 
much  heat  is  wasted  in  the  auxiliary  machinery.  A  statement  of  the  efficiency 
of  a  plant,  therefore,  indicates  but  little,  unless  something  is  known  of  its 
general  design  and  the  type  of  its  various  parts. 

Efficiency  is  best  expressed  as  a  percentage  of  the  total  heat  supplied. 
Enough  is  known  of  the  properties  of  the  steam  itself  to  make  the  calcu- 
lation of  engine  efficiency  an  easy  matter  in  connection  with  a  careful  test,  but, 
in  the  case  of  the  boiler,  the  available  heat  being  in  the  coal,  the  proposition  is 
of  an  entirely  different  character,  and  a  separate  test,  in  addition  to  that  of  the 
boiler,  becomes  necessary  in  order  to  determine  the  amount  of  heat  that  has 
been  supplied  by  the  combustion  of  the  fuel.  In  fact,  so  difficult  has  this 
accurate  determination  of  the  heat  value  of  coal  been  found,  that  engineers  with 
any  desire  to  avoid  setting  up  false  standards  have  until  recently  considered  it 
best  to  make  no  report  whatever  on  this  point  rather  than  to  put  forth  unreliable 
or  doubtful  figures. 

Still,  without  a  determination  of  efficiency,  we  are  left  to  flounder  in  a  sea 
of  ignorance  where  the  only  things  that  keep  afloat  our  desires  for  comparison, 
are  cut  and  dried  assumptions  that  nine  times  out  of  ten  have  no  counterpart 
in  fact. 

What  right  have  we  to  assume  that  the  Ohio  coal,  or  Western  Pennsylvania 
slack,  burned  under  the  boilers  of  the  large  ore-carrying  vessels  of  the  Great 
Lakes,  is  the  same  or  equivalent  to  the  Welsh  or  the  Cumberland  coal  used  by 
the  transatlantic  flyers }  And  yet,  that  is  exactly  what  we  do  when  we  com- 
pare the  1.6  pounds  of  coal  per  indicated  horse-power  of  the  transatlantic 
service  with  the  1.8  pounds  of  the  Lake  practice,  to  the  disparagement  of  the 
latter. 

As  a  matter  of  fact,  the  best  ships  of  that  remarkable  fleet  of  grain  and 
ore  carriers  on  the  Lakes  equal  or  even  exceed  in  the  matter  of  efficiency  the 
larger  units  of  the  ocean  greyhounds.     But,  it  is  only  in  the  light  of  a  reliable 

85 


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NCI   INFn    1   IWPft    RPPRFQFWT 

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B.  T.  U.  PER  LB.  OF  DRY  COAL 


O  BARTLETT  i  CO., 


EXAMPLE :  Suppose  it  is  shown  by  a  boiler  test  that  10.4  pounds  of  water  are  evaporated  jrom  and  at  212  for  each 
pound  of  dry  coal  consumed  ;  and  that  the  coal,  tested  in  a  Mahler  Calorimeter,  is  found  to  contain  13,400  B.  T.  U  per 
pound.  To  determine  the  efficiency,  find  the  intersection  of  the  vertical  line  13,400  with  the  horizontal  line  10.4.  This  falls 
on  the  inclined  line  75,  showing  the  efficiency  of  the  boiler  to  be  75  per  cent. 


86 


coal  calorimeter  that  we  are  able  to  recognize  such  facts  as  these,  and  to  realize 
that  without  such  data,  terms  like  ^'  coal  burned  per  indicated  horse-power^'  and 
*'  water  evaporated  per  pound  of  coaV  mean  practically  nothing  when  used  as  a 
basis  for  comparison. 

The  method  of  determining  the  heat  value  of  fuel  that  at  once  appealed  to 
pioneers  in  this  work,  was  the  burning  of  a  sample  of  the  fuel  in  a  vessel  sur- 
rounded by  water,  and,  by  measuring  the  rise  in  temperature  of  the  water, 
estimate  the  heat  units  evolved  during  the  combustion. 

The  two  principal  sources  of  error  encountered  were  :  incomplete  combustion, 
and  the  liability  of  some  of  the  products  of  combustion  to  escape  without  giving 
up  all  their  heat  to  the  water.  These  two  objections  prevail  to-day  in  many 
forms  of  coal  calorimeters,  and,  added  to  the  fact  that  oftentimes  insufficient 
precaution  is  taken  to  calculate  radiation  losses,  serve  to  promulgate  reports  of 
very  low  calorific  values  for  coal  and  very  high  percentages  of  boiler  efficiency. 

The  form  of  calorimeter  best  adapted  to  overcome  these  difficulties  is  that 
designed  by  M.  Berthelot,  in  which  the  combustion  takes  place  in  an  atmosphere 
of  oxygen  gas  tightly  enclosed  in  a  metal  bomb  which  is  itself  submerged  in 
water  of  known  weight.  The  sample  of  coal  to  be  tested  (the  calorimeter  is 
equally  well  adapted  to  liquid  or  gaseous  fuels)  is  finely  powdered,  weighed,  and 
suspended,  in  the  center  of  the  bomb,  in  a  small  platinum  dish  or  pan,  after 
which  the  cover  of  the  bomb  is  screwed  on  and  oxygen  gas  pumped  in  through 
a  valve  at  the  top  ;  a  pressure  of  20  to  2  5  atmospheres  being  used  to  insure  there 
being  a  large  excess  of  oxygen  when  the  combustion  takes  place. 

The  bomb  is  then  placed  in  the  water,  which  is  constantly  stirred,  until 
the  whole  apparatus  comes  to  the  same  temperature,  and  enough  readings  are 
taken  from  the  thermometer  placed  in  the  water  to  establish  the  rate  of  radiation 
under  the  conditions  existing  before  combustion.  It  is  well  to  have  the  water 
at  the  same  temperature  of  the  room,  or  slightly  above. 

When  all  is  ready  to  start  the  combustion,  an  electric  current  is  passed 
through  a  very  fine  iron  wire  which  has  previously  been  suspended  from  ter- 
minals inside  the  bomb  in  such  a  way  as  to  touch  the  coal.  On  the  passage 
of  the  current,  the  wire  instantly  fuses  and  ignites  the  coal,  which,  owing  to 
the  atmosphere  of  oxygen,  burns  rapidly  and  completely,  giving  up  its  heat  to 
the  walls  of  the  bomb,  which  in  turn  give  it  up  to  the  water.  The  rise  in 
temperature  of  the  water  is  carefully  noted,  the  observations  being  continued 
until  after  the  whole  comes  to  the  same  temperature  and  begins  to  cool,  and  the 
rate  of  cooling  is  established.  The  thermometer  used  is  graduated  in  fiftieths 
of  a  degree  centigrade,  and  can  be  read  to  one-half  of  a  hundredth  of  a  degree. 
In  this  way  the  loss  by  radiation  during  the  combustion  may  readily  be  deter- 
mined and  the  proper  allowance  made.  The  combustion  is  always  complete, 
and  no  loss  of  heat  occurs  from  escaping  gases,  for  the  reason  that  the  gases 
do  not  escape  until  after  the  whole  operation  is  finished  and  the  bomb  is 
opened. 

87 


The  bomb  calorimeter,  as  designed  by  Berthelot,  however,  is  exceedingly- 
expensive,  and  it  remained  for  M.  Mahler  to  redesign  this  instrument,  replacing 
the  interior  shell  of  platinum  by  a  coating  of  enamel  and  otherwise  improving 
and  cheapening  the  construction  so  that  the  bomb  calorimeter  in  its  new  form 
was  brought  within  reach  of  the  industrial  world. 

The  accompanying  cut  shows  the  Mahler  apparatus  in  all  its  essential 
details.  The  mode  of  operation  is  identical  with  that  explained  above,  and  all 
the  advantages  claimed  for  the  Berthelot  bomb  are  true  of  the  Mahler. 

Notwithstanding  the  fact  that  the  Mahler  calorimeter  is  far  more  expensive 
than  many  other  types,  the  principle  of  the  operation  and  the  facility  with 
which  it  can  be  made  to  give  trustworthy  determinations  of  the  heating  value 
of  fuels,  led  to  its  selection  as  the  best  instrument  for  this  work  by  the 
committee  of  the  American  Society  of  Mechanical  Engineers,  which  drew  up  the 
1899  code  relative  to  a  standard  method  of  conducting  steam  boiler  trials.  It 
therefore  stands  as  the  representative  coal  calorimeter  of  the  day. 


lagETa 


CALORIMETER    OF     M.    PIERRE    MAHLER    FOR     DETERMINING    THE    HEATING 

VALUE  OF  FUELS 


EXPLANATION  :  A— Water  jacket  to  diminish  radiation.  B— Steel  bomb,  lined  with  enamel.  C— Platinum  pan 
for  coal.  D— Calorimeter  containing  weighed  water.  E— Electrode.  F— Fuse  wire.  G— Support  for  agitator  and  ther- 
mometer. K— Spring  and  screw  for  revolving  agitator.  L— Lever  of  agitator.  M— Pressure  gauge.  O— Oxygen  cylinder. 
P — Electric  battery.     S — Agitator.     T — Thermometer. 


STEAM— PROPERTIES  AND  LAWS  OF  GENERATION 

'HEN   water  is  converted  into   steam   it   has    first   to  be 
heated  to  a  certain  definite  temperature  which  is  called 
the  boiling  point.     This  temperature  equals  212  degrees 
Fahrenheit  for  the  ordinary  pressure  of  the  atmosphere 
(14.7  pounds  above  vacuum);  but  as  the  pressure  is  in- 
creased the  boiling  point  increases,  although  at  a  decreas- 
ing ratio,   until   at   500   pounds  above  vacuum  it  equals 
466.57  degrees  Fahrenheit.     As  the  water  rises  in  tem- 
perature, it  absorbs  heat  at  the  rate  of  one  B.  T.  U.  for  each  degree  Fahrenheit. 
This  is  known  as  the  heat  of  the  liquid,  or  sensible  heat,  as  it  may  be  shown  by 
means  of  a  thermometer. 

After  reaching  the  boiling  point,  the  further  addition  of  heat  transforms 
the  water  into  steam  without  increasing  its  temperature.  The  heat  thus 
absorbed  is  called  the  heat  of  vaporization,  or  "  latent  heat,"  and  cannot  be 
shown  by  any  instrument  for  measuring  temperatures.  The  latent  heat  de- 
creases as  the  pressure  increases,  it  being  about  966  British  thermal  units 
per  pound  at  atmospheric  pressure,  and  about  780  at  500  pounds  pressure 
above  vacuum. 

It  will  be  seen,  therefore,  that  the  temperature  of  steam  normal  to  its 
pressure,  is  the  same  as  the  water  at  the  boiling  point,  and  also  that  the  total 
heat  in  steam  consists  of  two  parts  ;  first,  the  heat  contained  in  the  liquid  at 
the  boiling  point,  and  second,  the  heat  of  vaporization.  Or,  in  other  words,  the 
total  heat  is  the  sum  of  the  sensible  heat  and  the  latent  heat. 

The  total  heat  increases  slightly  as  the  pressure  increases,  being  1 146.6 
British  thermal  units  per  pound  at  atmospheric  pressure,  and  1224.2  British 
thermal  units  at  500  pounds. 

The  density  of  steam  increases  with  the  pressure,  and  varies  as  the  17th 
root  of  the  i6th  power.  Its  weight  per  cubic  foot  may  be  found  by  the 
formula  w  —  .003027/''",  where/  =  the  pressure  above  vacuum.  The  results 
are  correct  within  \  per  cent,  up  to  250  pounds  pressure. 

Saturated  steam  cannot  be  cooled  except  by  lowering  its  pressure,  any 
cooling  effect  being  compensated  for  by  some  of  the  steam  being  condensed 
and  giving  up  its  latent  heat.  Neither  can  steam  in  direct  contact  with  water 
be  heated  above  the  normal  temperature  corresponding  to  its  pressure,  providing 
there  is  an  opportunity  for  free  transference  of  heat ;  the  only  effect  of  the 
addition  of  more  heat  being  to  evaporate  more  water.  If  there  is  no  outlet  for 
the  additional  steam  formed,  both  the  pressure  and  the  temperature  will  be 
increased,  and  the  amount  of  heat  absorbed  per  pound  in  thus  increasing  the 
temperature  i  degree  Fahrenheit  will  equal  .305  B.  T.  U.  This  is  known  as 
the  specific  heat  of  saturated  steam.  When  steam  is  removed  from  contact 
with  water,  it  may  be  heated  above  the  normal  temperature  corresponding  to 


•a 


PROPERTIES    OF    SATURATED    STEAM 

(Partly  from  C.  H.  Peabody's  tables) 


b 

Ck 

^ 

1    . 

b. 

Ex 

b. 

^j 

2^  . 

"1 

*j      0 
a 

^      0 
0  "  " 

XI 

2  Ms 

•5  0  0 

t9   U) 

11^ 

*     -lo 

*-      0 

« 

2 

126.3 

94-4 

1026. I 

1 120.5 

o.r>o;76 

172 

369-2 

341-5 

853.1 

1.94.6 

0.3778 

4 

'53' 

I2I.4 

1007.2 

1128.6 

0.0 1 107 

174 

370.2 

342.5 

8523 

..94-8 

0.3820 

6 

170.1 

138.6 

995-2 

1133.8 

0  01622 

176 

371    J 

343-5 

851.6 

1.95.1 

0.3862 

8 

182.9 

151-5 

986.2 

1137-7 

002125 

178 

372.1 

3444 

851.0 

1.95.4 

0.3904 

lO 

193 -3 

161.9 

979-0 

1 140.9 

0.02621 

180 

373.0 

345-4 

850.3 

1.95.7 

0.3945 

12 

202.0 

170.7 

972-9 

1143-6 

0  03 1 1 1 

182 

373-9 

346.4 

849.6 

1196.0 

0.3987 

14 

209.6 

178.3 

967s 

1145.8 

0.03603 

184 

374-8 

347-3 

848.9 

1.96.2 

0.4029 

14.7 

212.0 

180.9 

965-7 

1 146.6 

0.03760 

186 

375-7 

348-2 

848.3 

1196.S 

0.4070 

16 

216.3 

185.1 

962  8 

11479 

0.04067 

188 

376.6 

349-2 

847.6 

1196.8 

0.4111 

18 

222.4 

191-3 

958-5 

1 149.8 

0.04547 

190 

377-4 

330-1 

8470 

1197.1 

0-4153 

20 

228.0 

196.9 

954-6 

1151.5 

0.05023 

192 

3783 

351-0 

846.3 

1197-3 

0-4194 

22 

233.1 

202.0 

951-0 

1153.0 

0.05495 

194 

3792 

351-9 

845-7 

1197.6 

0.4236 

24 

237.8 

206.8 

947.6 

1154.4 

0.05966 

296 

380.0 

352.8 

845-0 

1 197.8 

0.4278 

26 

242.2 

211. 2 

944.6 

1155.8 

0.06432 

298 

380.9 

353-7 

844-4 

1198.1 

0.4318 

28 

246.4 

2.5-4 

941-7 

1157-1 

0.06899 

200 

381.7 

54.6 

843-8 

1198.4 

0.4359 

30 

250.3 

219.4 

938-9 

1158-3 

0.07360 

202 

382.6 

355-4 

843-2 

1.98.6 

0.4399 

32 

254.0 

223.1 

936.3 

11594 

0.07821 

204 

383-4 

356-3 

842.6 

1 198.9 

0.4441 

34 

257  5 

226.7 

933-7 

1 160.4 

0.08280 

206 

3842 

357-2 

841.9 

1199.1 

0.4482 

36 

260.9 

230.0 

931  5 

1161.5 

0.08736 

208 

3S5-1 

35^-0 

841.4 

1199-4 

0.4524 

38 

264.1 

233-3 

929-2 

1162.5 

0.09191 

210 

385.9 

358.9 

840.7 

1199.6 

0.4565 

40 

267.1 

236.4 

927.0 

1163.4 

009644 

2.2 

386.7 

359-7 

840.2 

1199.9 

0.4607 

42 

270  I 

239-3 

925.0 

1164.3 

0.1009 

214 

387.S 

360.6 

839-5 

1200.1 

0.4648 

44 

272.9 

242.2 

923.0 

1165.2 

0.1054 

216 

388.3 

361.4 

839-0 

1 200.4 

0.4690 

46 

275-7 

245-0 

921.0 

1166.0 

0.1099 

218 

389-. 

362.2 

838.4 

1200.6 

0.4731 

48 

278.3 

247-6 

919.2 

1166.8 

0.1144 

220 

3898 

363.0 

837-8 

1200.8 

0.4772 

5° 

280.9 

250  2 

9'7-4 

1167.6 

0.1188 

222 

390.6 

363 -9 

837-2 

120.. I 

0.4813 

52 

2833 

252.7 

9157 

1168.4 

0.1233 

224 

391-4 

364-7 

836.6 

.201.3 

0.4855 

54 

285.7 

255-1 

914.0 

1 169.1 

0.1277 

226 

392.2 

365- 5 

836.1 

1201.6 

0.4896 

56 

288  I 

257-5 

912. .1 

1169.8 

0.1321 

228 

39»-9 

366.3 

835-5 

1201.8 

0.4939 

58 

290.3 

259-7 

910.8 

1170.5 

0.1366 

230 

393-7 

367  1 

834-9 

1202.0 

0.4979 

60 

292.5 

261.9 

9093 

1171.2 

0..409 

232 

394-5 

367-9 

834-3 

1202.2 

0.5021 

62 

294.7 

264.1 

907.7 

1171.8 

0.1453 

234 

395-2 

368.6 

833-9 

1202.5 

0.5062 

64 

296.7 

266.2 

906.2 

1172.4 

0.1497 

236 

395-9 

3694 

833-3 

1202.7 

0.5103 

66 

298.8 

268.3 

904.7 

1173.0 

0.1541 

238 

396-7 

370.2 

832-7 

.202.9 

0.5.44 

68 

300.8 

270.3 

903-3 

■173.6 

0.1584 

240 

397-4 

371-0 

832.2 

1203.2 

0.5186 

70 

302.7 

272.2 

902.1 

'174-3 

0.1628 

242 

398.1 

37'-7 

831-7 

1203.4 

0.5226 

72 

304.6 

274-1 

900.8 

1174.9 

0.1671 

244 

398.9 

372-5 

83.-1 

1203.6 

0.5268 

74 

306.5 

276.0 

899-4 

1175  4 

0.1714 

246 

399-6 

373-2 

830.6 

.203.8 

0.5311 

76 

308.3 

277-8 

898.2 

1 176.0 

o.'757 

248 

400.3 

374-0 

830.0 

1204.0 

0-5353 

78 

310. 1 

279-6 

896.9 

1176-5 

0.1801 

250 

401.0 

374-7 

829-5 

1204.2 

0-S393 

80 

3". 8 

281.4 

895.6 

1177.0 

0..843 

252 

43. -7 

375-4 

829.1 

1204.5 

0-54J3 

82 

3135 

283.2 

8944 

1177-6 

0.1886 

254 

402.4 

376.2 

828.5 

1204.7 

0-5475 

84 

315-2 

2850 

893-1 

..78.. 

0  1930 

256 

403  I 

376-9 

828.0 

1204.9 

0-5517 

86 

316.8 

285.7 

891.9 

1178.6 

0  1973 

258 

403.8 

377-6 

827-5 

1205.  1 

0-5559 

88 

318.5 

288.4 

8907 

1I79-I 

0.2016 

260 

404  5 

378.4 

826.9 

.205.3 

0.5601 

90 

320.0 

290.0 

889.6 

1179.6 

0.2058 

262 

405.2 

379.1 

8264 

1205.5 

0.5642 

92 

321.6 

291-6 

8884 

1 180.0 

0.2101 

264 

405.8 

379.8 

825-9 

1205.7 

0.5684 

94 

323.1 

293-2 

887.3 

1180.5 

0.2144 

266 

406.5 

380.5 

825.4 

1205.9 

0.5726 

96 

324.6 

294-8 

886.2 

n8i.o 

0.2186 

268 

407.2 

381.2 

824-9 

1206.1 

0.5767 

98 

326.1 

296.4 

8850 

1181.4 

0.2229 

270 

4079 

381.9 

824-4 

1206.3 

0.5809 

100 

327.6 

297-9 

884.0 

1 181. 9 

0.227. 

272 

408.5 

3826 

823-9 

1206.5 

0.5850 

102 

329.0 

299-4 

882.9 

1182.3 

023.4 

274 

409.2 

383.3 

823-4 

1206.7 

0.5892 

104 

330.4 

300-9 

881.8 

1182.7 

0.2356 

276 

409.8 

384-0 

822.9 

1206.9 

0.5934 

106 

331.8 

302  3 

880.8 

1183.1 

0  2399 

278 

410.5 

384-6 

822.5 

1207.1 

0.5976 

108 

333.2 

303-8 

879-8 

1183.6 

0  2441 

280 

411.1 

385.3 

822.0 

1207.3 

0.602 

no 

334-6 

305-2 

878.8 

1184.0 

0.4484 

282 

411.8 

386.0 

821.5 

1207.5 

0.606 

112 

335-9 

306  6 

877-8 

1.84.4 

0.2526 

284 

412.4 

3866 

821.1 

1207.7 

0.610 

114 

337-2 

308.0 

876.8 

1184.8 

0  2568 

286 

413.0 

387-3 

820.6 

1207.9 

0.6.4 

n6 

338.5 

309-4 

875-8 

1185.2 

0.2610 

288 

413-7 

388.0 

820.1 

1208.1 

0.618 

118 

3398 

3'o-7 

874-9 

1 185.6 

0.2653 

290 

4143 

388.6 

819-7 

1208.3 

0.622 

120 

341.1 

312  0 

874.0 

1186.0 

0.2695 

292 

414-9 

389.3 

819.2 

1208.5 

0.627 

122 

342.3 

3'3-3 

873.0 

1185.3 

0.2736 

294 

41S-6 

390.0 

818.7 

1208.7 

0.631 

124 

343-5 

314-6 

872.1 

1186.7 

0.2779 

20 

416.2 

390.6 

818.3 

1208.9 

0.635 

126 

344-7 

315-9 

871.2 

1187.1 

0  2820 

298 

416.8 

391-3 

8.7.8 

1 209. 1 

0.639 

128 

345-9 

317-1 

870.3 

1187.4 

0.2862 

300 

417-4 

391  9 

817-4 

1209.3 

0.644 

130 

347-1 

3184 

8S9.4 

1.87.8 

0.2904 

302 

418.0 

392-5 

816.9 

1209.4 

0.648 

132 

348.3 

3 '9-6 

868.6 

1 188.2 

02946 

304 

418.6 

393-2 

816.4 

120g.6 

0.652 

•34 

349-5 

320.8 

867.7 

1188.5 

0.2988 

306 

419.2 

393.8 

816.0 

1209.8 

0.656 

136 

350.6 

322.0 

856.9 

1 188.9 

03030 

308 

419-8 

394-4 

8.5.6 

1210.0 

0.660 

»38 

351-/ 

323-2 

8660 

1189.2 

0.3072 

310- 

420.4 

3950 

815.2 

12I0.2 

0.664 

140 

352.9 

324  4 

865.1 

1.89.5 

0.3113 

312 

421.0 

395-7 

8.4-7 

1210.4 

0.668 

142 

354.0 

325-6 

864.3 

1.89.9 

03155 

314 

421.6 

3963 

814.2 

1210.5 

0.673 

144 

355-1 

3 '6.7 

833.  s 

1190.2 

0-3197 

316 

422.2 

396-9 

813.8 

1210.7 

0.677 

146 

356-1 

327-8 

852.8 

1190.6 

0-3239 

318 

422.8 

397-5 

813-4 

1210.9 

0.681 

148 

357-2 

328.9 

852.0 

119-5.9 

0.3280 

320 

423.4 

398.1 

813-0 

12... I 

0.685 

•5° 

358.3 

330.0 

861.2 

1.91.2 

0.3321 

322 

424.0 

398.7 

812.5 

1211.2 

0.690 

«52 

359-3 

331-1 

8604 

.I9J.S 

03363 

324 

424.5 

399.3 

8.2.1 

121. .4 

0.694 

IS4 

360.3 

332.2 

8^96 

I  91.8 

03405 

326 

425.1 

399.9 

811.7 

1211.6 

0.698 

'5^ 

361.4 

333-3 

8589 

..92.2 

03447 

328 

425.7 

400.5 

8.1.3 

1211.8 

0.702 

'S8 

362.4 

334-3 

858.2 

i'92.S 

0.3488 

330 

426  2  • 

401. 1 

810.8 

1211.9 

0.707 

160 

363.4 

335-4 

8574 

1192.8 

0.3530 

335 

427.6 

402.6 

809.8 

1212.4 

0.717 

162 

364.4 

336-4 

856.7 

1193- 1 

0.3572 

350 

431-9 

406.9 

806.8 

12.3.7 

0.748 

164 

3654 

337-5 

855.9 

..93-4 

0.3614 

375 

438.4 

414.2 

801.5 

1215.7 

0.800 

166 

366.4 

338-S 

855-2 

"93-7 

0-3655 

400 

445. » 

421-4 

796.3 

12.7.7 

0.853 

168 

367-3 

339-5 

^54-5 

1194.0 

0.3695 

450 

456  2 

433-4 

787.7 

I22I.I 

0.959 

170 

368.3 

340-s 

853-8 

1 194-3 

0-3737 

500 

466.6 

444-3 

779-9 

1224.2 

1.065 

IP 


;  'II 


'  '(■■ 


-  as 

r;  w 

^  Z 

■r.  ^ 

^  o 

o 

X 
2 


<   rj- 


^    < 

o    < 

»   w 


< 


o   -^ 


i^  o 


w   o 


tM 


o 

z    . 

-i     w 


-k ...^ -l^t     ti:1 


its  pressure.  It  is  then  called  superheated,  and  the  specific  heat  of  superheated 
steam  is  .475. 

The  table  on  page  91  gives  the  properties  of  saturated  steam  at  various 
pressures.  It  should  be  noted  in  using  this  table  that  the  pressure  given  is 
absolute  pressure,  so  that  15  pounds  (or  more  exactly  14.7)  should  be  added 
to  the  reading  of  the  gauge. 

Pressures  below  the  atmosphere,  or  partial  vacuum,  are  often  expressed  in 
inches  (of  mercury).  The  following  table  gives  the  temperature  and  pressure 
of  steam  for  each  half  inch. 


TEMPERATURE  AND  PRESSURE  OF  STEAM   FOR  EACH  y,"  OF  VACUUM 

(Calculated  from  C.  H.  Peabody's  tables) 


Inches 

of 
Vacuum 

Absolute 
Pressure 

Tempera- 
ture 

Inches 

Absolute 
Pressure 

Tempera- 
ture 

Inches 

of 
Vacuum 

Absolute 
Pressure 

Tempera- 
ture 

Lbs. 
per  Sq.  In. 

Degrees 
Fahr. 

01 

Vacuum 

Lbs. 
per  Sq.  In. 

Degrees 
Fahr. 

Lbs. 
per  Sq.  In. 

Degrees 
Fahr. 

0 

14.697 

212.00 

10 

9.785 

192.23 

20 

4-873 

161.25 

% 

14-451 

211.15 

io}4 

9-539 

191.03 

20j^ 

4.628 

159.09 

I 

14.206 

210.29 

11 

9294 

189.81 

21 

4.382 

156.83 

I>^ 

13.960 

209.42 

I1Y2 

9.048 

188.57 

21>^ 

4.136 

154.46 

2 

13-715 

208.54 

12 

8.803 

187.30 

22 

3-891 

151-97 

2% 

13.469 

207.64 

I2>^ 

8-557 

186.00 

22Y2 

3-755 

149-34 

3 

13-223 

206.73 

^3  , 

8-311 

184.66 

23 

3.410 

146.55 

VA 

12978 

205.80 

i3>^ 

8.066 

183.29 

23>^ 

3.164 

143-59 

4 

12.732 

204.86 

14 

7.820 

181.88 

24 

2.918 

140.42 

^Yz 

12.487 

203.91 

14Y2 

7-575 

180.44 

24Y2 

2.673 

137-01 

5 

12  241 

202.94 

15 

7-329 

17896 

25 

2.427 

133-32 

5^ 

"•995 

201.95 

15Y2 

7.084 

177-44 

25Y2 

2.172 

129.31 

6 

11.750 

200.95 

16 

6.838 

17587 

26 

1.926 

124.89 

6>^ 

11.504 

199-93 

16K 

6.592 

174.26 

26>^ 

1.680 

11994 

7 

11.259 

198.89 

17 

6-347 

172.59 

27 

1-435 

114-34 

1% 

11.013 

197-83 

17Y2 

6.101 

170.86 

27>^ 

1. 189 

107.84 

8 

10.767 

196-75 

18 

5.856 

169.07 

28 

0.944 

100.05 

^Yz 

10.522 

'95-65 

^8Y2 

5.610 

167.23 

28^ 

0.698 

90.24 

9 

10.276 

194-53 

19 

5364 

165.31 

29 

0-453 

76.80 

9'A 

10.031 

193-39 

'9Y2 

5-"9 

163-32 

29Y2 

0.207 

54.21 

WATER— THE  MEASUREMENT  OF  HEAT 

Water  has  a  greater  capacity  for  absorbing  heat  than  any  other  known 
suDStance — bromine  and  hydrogen  excepted.  For  this  reason  and  from  the 
fact  that  it  is  so  commonly  found  in  nature,  and  can  be  easily  handled  in  ex- 
perimental work,  it  has  been  adopted  as  the  standard  substance  for  measuring 
the  quantity  of  heat. 

Two  distinct  heat  units  are  used  in  practice — calories  and  British  thermal 
units.  The  latter,  usually  designated  by  the  letters  B.  T.  U.,  is  the  quantity 
of  heat  required  to  raise  the  temperature  of  one  pound  of  water,  at  or  near  the 
freezing  point,  one  degree  Fahrenheit.      The  calorie  is  the  quantity  required  to 


93 


>< 

0 

D 

> 

e^ 

> 

'H 


<i' 

< 

;z 

w 

< 

^ 

'J 

i, 

r^ 

o 

< 

> 

p 

C) 

!   ) 

> 

6 
u 

raise  a  kilogram  of  water  one  degree  centigrade,  and  is  equal  to  3.958  British 
thermal  units. 

The  heat-absorbing  capacity,  or,  as  it  is  called,  the  specific  heat  of  water, 
is  not  exactly  constant  for  all  temperatures,  but  after  decreasing  very  slightly, 
again  increases,  and  in  a  gradually  increasing  ratio,  as  the  temperature  is 
increased. 

The  accompanying  table  shows  the  number  of  British  thermal  units  that 
will  be  absorbed  by  one  pound  of  water,  when  heated  from  32  degrees  to  various 
temperatures  below  212  degrees. 


WATER  BETWEEN  32  AND    212  DEGREES  FAHRENHEIT 


Temper- 

Heat 

Weight, 

Temper- 

Heat 

Weight 

Temper- 

Heat 

Weight, 

Temper- 

Heat 

Weight, 

ature 

Units 

Lbs.  per 

ature 

Units 

Lbs.  per 

ature 

Units 

Lbs.  per 

ature 

Units 

Lbs.  per 

Fahr. 

per  Lb. 

Cubic  Ft. 

Fahr. 

per  Lb. 

Cubic  Ft. 

Fahr. 

per  Lb. 

Cubic  Ft. 

Fahr. 

per  Lb. 

Cubic  Ft. 

.3,0 

0.00 

62.42 

110° 

78.00 

61.89 

145° 

113.26 

61.28 

179° 

147-54 

60.57 

35 

3.02 

62.42 

112 

80.00 

61.86 

146 

114.27 

61.26 

180 

148.54 

60.55 

40 

8.06 

62.42 

"3 

81.01 

61.84 

M7 

II5.2S 

61.24 

l8l 

149-55 

60.53 

45 

13.08 

62.42 

114 

82.02 

61.83 

148 

116.29 

61.22 

182 

150.56 

60.50 

50 

18.10 

62  41 

"5 

83.02 

61.82 

149 

117.30 

61.20 

183 

151-57 

60.48 

52 

20.11 

62.40 

116 

84.03 

61.80 

150 

118.30 

61.18 

184 

152.58 

60.46 

54 

22.11 

62.40 

117 

85.04 

61.78 

151 

119.31 

61.16 

185 

15358 

60.44 

56 

24.11 

62.39 

118 

86.05 

61.77 

152 

120.32 

61.14 

186 

154-59 

60.41 

58 

26.12 

62.38 

119 

87.06 

61.75 

153 

121.33 

61.12 

187 

155.60 

60.39 

60 

28.12 

62.37 

120 

88.06 

61.74 

154 

122.34 

61.10 

188 

156.61 

60.37 

62 

30.12 

62.36 

121 

89.C7 

61.72 

155 

■23.34 

61.08 

189 

15762 

60.34 

64 

32.12 

62.35 

122 

90.08 

61.70 

156 

124.35 

61.06 

190 

158.62 

60.32 

66 

34-12 

62.34 

123 

91.09 

61.68 

157 

125-36 

61.04 

191 

1 59-63 

60.29 

68 

36.12 

62.33 

124 

92.10 

61.67 

158 

126.37 

61.02 

192 

160.63 

60.27 

70 

38.11 

62.31 

125 

93.10 

61.65 

159 

127.38 

61.00 

193 

161.64 

60.25 

72 

40.11 

62.30 

126 

94.11 

61.63 

160 

128.3S 

60.98 

194 

162.65 

60.22 

74 

42.11 

62.28 

127 

95.12 

61.61 

161 

129.39 

60.96 

195 

163.66 

60.20 

76 

44.11 

62.27 

128 

96.13 

61.60 

162 

130.40 

60.94 

196 

164.66 

60.17 

78 

46.10 

62.25 

129 

97.14 

61.58 

163 

131.41 

60.92 

197 

165.67 

60.15 

80 

48.09 

62.23 

130 

98.14 

61.56 

164 

132.42 

60.90 

198 

166.68 

60.12 

82 

50.08 

62.21 

131 

99.15 

61.54 

165 

133-42 

60.87 

199 

167.69 

60.10 

84 

52.07 

62.19 

132 

100.16 

61.52 

166 

134-43 

60.85 

200 

168.70 

60.07 

86 

54.06 

62.17 

^33 

IOI.17 

61.51 

167 

135-44 

60.83 

201 

169.70 

60.05 

88 

56.05 

62.15 

134 

102.18 

61.49 

168 

13645 

60.81 

202 

170.71 

60.02 

90 

58.04 

62.13 

135 

103.18 

61.47 

169 

137-46 

60.79 

203 

171.72 

60.00 

92 

60.03 

62.11 

136 

104.19 

61.45 

170 

138.46 

60.77 

204 

172.73 

59-97 

94 

62.02 

62.09 

137 

105.20 

61.43 

171 

139-47 

60.75 

205 

173-74 

5995 

9^ 

64.01 

62.07 

138 

106.21 

61.41 

172 

140.48 

60.73 

206 

174-74 

59-92 

98 

66.01 

62.05 

139 

107.22 

61.39 

173 

141.49 

60.70 

207 

175-75 

59-89 

100 

68.01 

62.02 

140 

108.22 

61.37 

174 

142.50 

60.68 

208 

176.76 

59-87 

102 

70.00 

62.00 

141 

109.23 

61.36 

175 

143-50 

60.66 

209 

177-77 

59-84 

104 

72.00 

61.97 

142 

110.24 

61.34 

176 

144-51 

60.64 

210 

178.78 

59.82 

106 

74-0O 

61.95 

143 

111-25 

61.32 

177 

145-52 

60.62 

211 

179.78 

59-79 

108 

76.00 

61.9  J 

144 

112.26 

61.30 

178 

146-53 

60.59 

212 

180.79 

59.76 

There  are  four  notable  temperatures  for  pure  water,  viz.: 

1.  Freezing  point  at  sea  level,  32°  F Weight  per  cu.  ft.,  62.418  lb.;  per  cu.  in.,  .03612    lb. 

2.  Point  of  maximum  density,  39.1°  F Weight  per  cu.  ft.,  62.425  lb.;  per  cu.  in.,  .036125  lb. 

3.  British  standard  for  specific  gravity,  62°  F.     .  Weight  per  cu.  ft.,  62.355  lb.;  per  cu.  in  ,  .03608    lb. 

4.  Boiling  point  at  sea  level,  212°  F Weight  per  cu.  ft.,  59.760  lb.;  per  cu.  in.,  .03458    lb. 


95 


A  United  States  standard  gallon  holds  231  cubic  inches,  and  Syi  pounds 
of  water  at  62  degrees  Fahrenheit. 

A  British  imperial  gallon  holds  277.274  cubic  inches,  and  10  pounds  of 
water   at  62  degrees  Fahrenheit. 

Sea  water  (average)  has  a  specific  gravity  of  1.028,  boils  at  213.2  degrees 
F.,  and  weighs  64  pounds  per  cubic  foot  at  62  degrees  Fahrenheit. 

A  pressure  of  i  pound  per  square  inch  is  exerted  by  a  column  of  water 
2.3093  feet,  or  27.71  inches  high,  at  62  degrees  Fahrenheit. 


STEAM     PACKET     "SANTA     ANA" 

Owners,  A.  W.  Beadle  &   Co.,  San   Francisco,    Cal.      Babcock   &    Wilcox    Boilers,   70: 

Indicated  Horse-power 


96 


EQUIVALENT  EVAPORATION  FROM  AND  AT  212°  F. 


OR  purposes  of  comparison,  it  is  usual  to  reduce  the  actual 
evaporative  results  obtained  in  practice,  to  a  common 
standard,  known  as  "  equivalent  evaporation  ft'ont  and  at 
212."  This  means  that  the  temperature  of  the  feed  water 
is  supposed  to  be  «/  2 1 2  degrees,  and  that  the  evaporation 
takes  place  at  atmospheric  pressure,  or  from  2 1 2  degrees^ 
the  equivalent  amount  of  water  being  calculated  which 
would  be  evaporated  under  such  conditions. 

In  both  cases  the  heat  imparted  to  the  water  is  the  same,  and  in  order  to 
find  the  "  equivalent  evaporation,"  it  is  only  necessary  to  find  the  amount  of 
heat  actually  absorbed  by  the  water  in  being  converted  into  steam  in  the  boiler, 
and  divide  this  by  965.7,  the  latent  heat  of  steam  at  atmospheric  pressure, 
which  is  the  heat  required  to  evaporate  one  pound  of  water  "from  and  at  212 
degrees." 

For  example,  suppose  that  3000  pounds  of  water  are  evaporated  per  hour 
at  a  pressure  of  70  pounds,  the  feed  water  entering  the  boiler  at  roo  degrees 
Fahrenheit.  By  reference  to  the  steam  tables,  it  is  found  that  steam  at  70 
pounds  gauge  pressure  (84.7  absolute)  contains  1 178.3  British  thermal  units 
per  pound  above  32  degrees;  and  from  the  table  for  heat  in  the  water,  it  is 
found  that  each  pound  of  water,  at  100  degrees  Fahrenheit  contains  68.01 
British  thermal  units  above  32  degrees.  The  boiler  will  therefore  have  to 
impart  to  each  pound  of  steam  generated,  the  difference  between  these 
quantities,  or  (i  178.3  —  68.01)  11 10.29  British  thermal  units.  This  amount, 
divided  by  965.7,  gives  1.1497,  or,  say,  1.15.  That  is,  the  same  amount  of 
heat  imparted  to  one  pound  of  water  at  100  degrees  Fahrenheit,  in  con- 
verting it   into   steam  at   70   pounds  pressure,  would  evaporate    1.15    pounds 


FACTORS  OF   EVAPORATION. 

From  the  Tables  computed  by  Mr.  Geo.  A.  Rowell. 


a--  . 


32 
40 

50 
60 
70 
80 
90 
100 
no 
120 
130 

140 

•50 

160 
170 

180 

190 
200 
210 


Steam  Pressure  by  Gauge. 


50     60     70      80     go    100    110    izo    130    140    150    160    170    180    xgo    200    210    220    230    240    250    260    270    280    290    300 


1. 214 1 
1.206 1 
1.1951 
1..851 

1.1641 

••1541 
1.1441 
1.1331 
••1231 
'•1131 
1. 102  I 
1.091  I 
1. 081  I 
1.070  I 
1.060  I 
1.050J1 
1.039  I 
1.029 ' 


1.220 
1.212 
1. 201 

1. 191 
1. 180 


167  1. 170 
157  1. 160 
1471.150 

'36,1-139 
,126,1. I29'I 

.ii6i.ii8;i 

,1051.1 
,095,1.0981 
,084!  1. 087 

,074' 1. 077  I 
,063 1 1 .0661 1 
■°53  '•°56! 
■043 1 1  •0451 1 
,0321.03511 


.222 
.214 
.204 

•193 

.183 

•173 

.162 

.152 
.142 
•131 

.121 
.110 
.100 

.090 

.079 

.069!! 

.058'!, 

.048  I, 

.0371, 


225 
216 
206 
196 

.65 

■54 

144 

'33 
123 
"3 
102 

092 
,081 
071 
060 

,0501 
040  I 


.227  1.229 
.219  1.220 
.20811.210 

.198  1.200 

.I87JI.I' 

.1771.179 


1. 169 
1.158 


1. 127 
1.117 
1. 106 
1.096 

1.085 

1075 
1.065 
1.054 
1.044 


1.232 
1.224 
1.214 
1.203 
'•'93 
'.183 
1. 172 
1.162 
1.152 
1. 141 
1.130 
1. 120 
I. no 
I.  too 
1.089 
1.079 
1.068 
1.058 
1.047 


1.236 
1.227 
1.217 
1.207 
1. 196 
1.186J1 

1.165J1 

'•'55' 

'•'45' 

'•'34 

1.124 

1.113 

1.103 

1.092 

1.082 

1.071 

1.061 

1 .05 1 


■237 

.229 

.218 

.208 

•'97 

.187 

•'77 

.167 

..56 

.146 

.136 

.125 

.115 

.104 

.094 

■083 

•073 

.0631 

.05  2]  I 


2391 
2301 
220 
210 

'99 
189 

'79 
168 
158 
'47 
'37 
'27 
116 
,106 

■095 
,085 
,074 
,064 
•053 


.241 
■233 
■223 
.212 
.202 
.192 
.181 
.171 
.160 

•'5° 
.140 
.129 
"9 
.108 
.098 
.088 
.077 
.067 
.056 


.244 
.236 
.225 
.215 
•205 
•  '94 
.184 
•'74 
.i6'< 
•'53 
.142 
.132 
.121 
.III 
.101 
.090 
.080 
.069 
.059 


1.247 
'•239 
1.229 
1.218 
1.208 
1. 198 
1.187 
1.177 
1.167 
1. 1 56 
1.146 

'•'35 
1. 125 
1. 115 
1. 104 
1.094 
1.083 
'■073 
1.062 


1.240 

1.230 

1.219 

1.209 

1.199 

1.18 

1.178 


'•'57 

1. 147 

1.136 

1. 126 

1. 116 

1.105 

1.095 

1.08 

1.074 

1.063 


,2501.251 
,241  1.242 
1.232 
1.221 
1.211 
1. 201 
1. 190 


i.iii 

1. 170 

1. 159 

1.149 

'.138 

1. 128 

1.118 

1.107 

1.097 

1.086 


•'37 

■'27 

.117 

.106 

.096 

.085 

.0751.076 

.064  1.065 


.252 
•243 
•233 
.222 
.212 
.202 
.191 
.i8x 
.171 
.160 
.150 
•  '39 
.129 
.119 
.108 
.098 
.087 
.077 
.066 


•253 
.244 
■234 
.223 
.213 
.203 
.192 
:.i82 


1. 161 
1. 151 


1.254 
1.245 

'•235 
1.224 
1.214 
1.204 
'■'93 
'.'83 
'•'73 
1. 162 
'.'52 
140  1. 141 
.1301.131 
.120  1. 121 
,109  I. no 
,099  I. too 
,0881.089 
078]  1.079 
,067!  1 .068 


97 


from  and  at  212  degrees  Fahrenheit  ;  so  that  3000  pounds  evaporated  at  actual 

conditions   are   cquivalctit  to   (1.15   X    3000)    3450   pounds   from   and   at   212 

degrees.     The  quantity   1.15   is  called  the  factor  of  evaporation.     It  may  be 

H  -  h    . 
expressed  by  the  following  formula  :     F=^  ,  m  which  H  equals  the  total 

heat  in  steam  above  32  degrees  at  boiler  pressure  ;  h  equals  the  heat  in  the 
feed  water  above  32  degrees,  and  965.7  equals  the  latent  heat  in  steam  at 
atmospheric  pressure. 

For  convenient  reference,  the  table  on  the  preceding   page  gives   these 
factors  for  various  pressures,  and  temperatures  of  feed  water. 


STEAM  PACKET " ROBERT  DOLLAR 

Owner:  Robert  Dollar,  San  Francisco.  Cal.     Babcock  &  Wilcox  Boilers,  550  Indicated 

Horse-power 


98 


DRY  STEAM— USE   OF  THE   STEAM   CALORIMETER 

TEAM  without  moisture  is  the  essential  product  of  a  well- 
designed  steam  generator.  It  may  be  saturated  in  quality, 
or  superheated,  but  it  must  not  be  wet. 

Dry  steam,  or,  as  it  is  called  technically,  saturated 
steam  (meaning  steam  saturated  with  heat),  is  steam  in  its 
natural  or  normal  condition.  If  any  heat  is  added  it  im- 
mediately becomes  superheated,  and  it  should  be  noted  that 
it  cannot  become  superheated  until  it  has  first  become  dry,  while  if  any  heat  is 
taken  away  from  saturated  steam,  a  portion  of  it  is  at  once  condensed  to  the 
form  of  moisture.  The  steam  that  remains,  however,  is  itself  dry,  and  what  we 
know  as  wet  steam  is  really  a  mixture  of  dry  steam  and  small  particles  of  mois- 
ture which  are  mechanically  mixed  with  it  and  carried  along  in  the  current. 
The  question  of  making  dry  steam,  therefore,  is  one  of  properly  liberating  the 
bubbles  of  steam  from  the  surrounding  water  so  that  none  of  the  latter  shall  be 
entrained  with  it. 

As  is  well  known,  the  immediate  predecessor  of  the  water-tube  boiler  in 
marine  work  was  the  cylindrical  or  Scotch  boiler  of  large  diameters. 

The  Babcock  &  Wilcox  boiler  is  built  with  a  steam  and  water  drum  of  less 
than  four  feet  diameter,  and  herein  is  one  of  its  great  elements  of  lightness 
and  safety.  But,  as  a  result  of  this  smaller  diameter,  and  consequent  reduction 
of  liberating  surface,  it  might  at  first  appear  that  the  quality  of  the  steam  would 
be  affected  and  that  considerable  moisture  would  be  entrained.  That  such, 
however,  is  not  the  case,  is  shown  by  the  following  statements  of  prominent 
engineers  who  have  obtained  their  knowledge  from  actual  tests  and  experience 
with  the  boiler : 

"  The  moisture  m  the  steam  is  so  infinitesimal  as  to  be  entirely  negligible  in  the 
final  results." — Lieutenants  B.  C.  Bryan  and  IV.    W.    White,  U.  S.  N. 

"  The  calorimetric  experiments  show  the  steam  to  have  been  perfectly  dry." — 
Chas.  E.  Emery,  Ph.  D. 

"Percentage  of  moisture  in  steam — part  of  i  per  cent. — .3  to  .5." — J.  M. 
Whitham,  Mem.  Am.  Soc.  M.  E. 

"  At  the  highest  rates  of  forcing,  the  moisture  entrained  in  the  steam  never  ex- 
ceeded ^  of  I  per  cent." — Ernest  H.  Peabody,  Mem.  Am.  Soc.  M.  E. 

"  Moisture  in  steam,  0.48  of  i  per  cent.,  or  practically  dry." — Robert  Logan,  N.  A. 

"The  calorimeter  showed  .72  of  i  per  cent,  of  moisture  at  the  throttle  valve,  or 
practically  dry  steam."— y.  E.  Denton,  Prof,  of  Mechanical  Engineering,  Stevens  Institute 
of  Technology. 

In  addition  to  this  testimony,  it  will  be  convincing  to  many  to  consider 
that  a  boiler  which  made  wet  steam  could  scarcely  attain  the  success  the  Babcock 
&  Wilcox  boiler  has  achieved,  or  stand  the  test  of  continued  and  varied  usage. 

99 


The  following  experiment,  made  several  years  ago  at  the  works  of  this 
company,  serves  to  show  the  manner  in  which  steam  is  separated  from  the 
water  in  this  type  of  boiler,  and  passes  in  a  dry  state  to  the  perforated  dry 
pipe  connected  with  the  outlet  from  the  drum.  It  also  proves  that  the  size  of 
the  drum  has  little  to  do  with  the  dryness  of  the  steam,  and  that  a  very  small 
liberating  surface  in  connection  with  a  very  little  thne  is  all  that  is  needed  to 
insure  the  proper  liberation  of  the  steam  from  the  water. 

In  order  to  observe  the  phenomena  going  on  inside  the  steam  drum  of  a 
boiler  in  service,  a  peep-hole,  filled  with  a  stout  piece  of  glass,  was  made  in 
each  drum-head,  opposite  the  space  between  the  return  circulating  tubes  and 
the  baffle  plate.  By  means  of  an  electric  arc  light  placed  at  one  eye  piece,  the 
interior  of  the  drum  was  illuminated  and  the  discharge  of  each  of  the  circulat- 
ing tubes  distinctly  seen. 

When  the  boiler  was  steaming  rapidly,  with  ^-inch  air  blast  in  the  ash  pit, 
the  observations  clearly  showed  that  each  of  the  circulatmg  tubes  was  dis- 
charging against  the  baffle  plate,  with  considerable  velocity,  a  stream  of  solid 
water  that  filled  the  tube  for  half  its  diameter. 


There  was  no  spray  or  mist  whatever,  showing  conclusively  that  the  steam 
had  entirely  separated  from  the  water  during  its  passage  through  the  circulating 
tubes,  which,  in  this  boiler,  were  only  50  inches  long  by  4  inches  in  diameter. 
As  a  matter  of  fact,  the  actual  steam  liberating  surface  required  for  the  entire 
boiler  was  less  than  that  contained  in  the  circulating  tubes,  which  amounted  to 
about  15  square  feet,  or  i  square  foot  to  every  100  square  feet  of  heating  sur- 
face in  the  boiler. 

After  striking  the  baffle  plate,  the  water  was  deflected  downward,  mixing 
with  the  main  body  of  water  in  the  drum,  while  the  steam  passed  around  the 
ends  of  the  baffle  plate  into  the  steam  space  in  which  is  located  the  dry  pipe. 

The  drum  itself  is  not  exposed  to  great  heat  in  this  type  of  boiler,  and  the 
water  in  it  is  not  agitated  in  any  way,  so  that  there  is  no  possibility  of  water  or 


spray  reaching  the  dry  pipe.     In  view  of  this  experiment,  it  is  evident  that  the 
Babcock  &  Wilcox  marine  boiler  cannot  furnish  anything  but  dry  s:earr|.  . 

In  any  ship  or  other  mstallation  of  boilers,  however,  it  must  'be'  remem- 
bered that  after  leaving  the  generator  the  steam  passes  at  once  into  a  sycfeiid 
of  piping,  which,  even  if  well  covered,  is  always  being  more  or  less  cooled  by 
the  surrounding  air.  This  cooling  effect  necessarily  condenses  some  of  the 
steam,  and  it  has  often  happened  that  samples  of  steam  have  been  tested  which, 
by  accident,  contain  some  of  this  condensation  from  the  sides  of  the  pipe. 
Such  tests  are  not  only  manifestly  unfair  to  the  boiler,  but  are  very  misleading 
in  their  results. 


METHOD    OF    TESTING    STEAM 

The  method  best  adapted  to  insure  obtaining  a  fair  sample  of  steam  for  test- 
ing, is  to  take  it  from  the  center  of  the  vertical  portion  of  the  steam  pipe  as  near 
the  boiler  as  possible.  Use  a  straight  open-ended  nipple,  provided  with  a  long 
thread  on  one  end  so  that  it  may  be  screwed  into  the  steam  pipe  far  enough  to 
bring  the  open  end  at  or  near  the  center  of  the  current  of  steam  ascending 
from  the  boiler,  and  as  far  removed  as  possible  from  the  sides  of  the  pipe,  which 
are  always  coated  with  a  thin  film  of  moisture.  Do  not  use  perforated  or 
slotted  nipples,  as  they  have  been  found  to  give  very  inaccurate  results. 

The  throttling  calorimeter,  first  devised  by  Prof.  C.  H.  Peabody,  of  the 
Massachusetts  Institute  of  Technology  (see  "Journal  of  Franklin  Institute," 
August,  1888),  is  by  far  the  simplest  type  of  instrument  for  testing  the  quality 
of  steam,  and,  when  properly  used,  gives  very  accurate  results. 

There  have  been  numerous  forms  of  this  instrument,  one  of  the  simplest 
being  that  designed  by  Mr.  George  H.  Barrus,  of  Boston,  which  is  described 
below  : 

Steam  is  taken  from  a  }^-inch  pipe 
provided  with  a  valve,  and  passed  through 
two    ^-inch    tees  situated  on  opposite  ^ 
sides  of  a  ^-inch  flange  union,  substan-  I  \  l^"'"^       J'KS- 

I i         1    ^^W.l. DISK  WITH  >^  ORIFICE 

tially  as  shown  in  the  accompanying  sketch.  A  ther- 
mometer cup,  or  well,  is  screwed  into  each  of  these  tees, 
and  a  piece  of  sheet-iron,  perforated  with  a  ^-inch  hole  in 
the  center,  is  inserted  between  the  flanges  and  made  tight 
with  rubber  or  asbestos  gaskets,  which  also  act  as  non- 
conductors of  heat.  For  convenience,  a  union  is  placed 
near  the  valve,  as  shown ;  and  the  exhaust  steam  may  be  led  away  by  a  short 
i^-inch  pipe,  shown  by  dotted  lines.  The  thermometer  wells  are  filled  with 
mercury  or  heavy  cylinder  oil,  and  the  whole  instrument,  from  the  steam  main 
to  the  I  ^-inch  pipe,  is  well  covered  with  hair  felt. 

Great  care  must  be  taken  that  the  >^-inch  orifice  does  not  become  choked 
with  dirt,  and  that  no  leaks  occur,  especially  at  the  sheet-iron  disc,  also  that  the 


NOT  PERFORATED 


THERMOMETER  CUP 


exhaust  pipe  does  not  produce  any  back  pressure  below  the  flange.  Place 
a  thermometer  in  each  cup,  and,  opening  the  3^ -inch  valve  wide,  let  steam  flow 
through  the  instrument  for  ten  or  fifteen  minutes ;  then  take  frequent  readings 
on  the  two  thermometers  and  the  boiler  gauge,  say  at  intervals  of  one  minute. 

The  throttling  calorimeter  depends  on  the  principle  that  dry  steam  when 
expanded  from  a  higher  to  a  lower  pressure,  without  doing  external  work, 
becomes  superheated,  the  amount  of  superheat  depending  on  the  two  pressures. 
If,  however,  some  moisture  be  present  in  the  steam,  this  must  necessarily  first 
be  evaporated,  and  the  superheating  will  be  proportionately  less.  The  limit  of 
the  instrument  is  reached  when  the  moisture  present  is  sufficient  to  prevent 
any  superheating. 

Assuming  that  there  is  no  back  pressure  in  the  exhaust,  and  that  there 
is  no  loss  of  heat  in  passing  through  the  instrument,  the  total  heat  in  the 
mixture  of  steam  and  moisture  before  throttling,  and  in  the  superheated  steam 
after  throttling,  will  be  the  same,  and  will  be  expressed  by  the  equation 

H—^ — =  1 146.6  +  .48(/-  212) 
100 

H  —  \\ 46.6  —  .48  (/  —  212) 
or  X— ^ ^X  100 

in  which  x  =  percentage  of  moisture  ;  H  =  total  heat  above  32°  in  the  steam 
at  boiler  pressure ;  L  —  latent  heat  in  the  steam  at  boiler  pressure  ;  1 146.6  = 
total  heat  in  the  steam  at  atmospheric  pressure ;  t  =  temperature  shown  by 
lower  thermometer  of  calorimeter ;  2 1 2  =  temperature  of  dry  steam  at  atmos- 
pheric pressure. 

Theoretically  the  boiler  pressure  is  indicated  by  the  temperature  of  the 
upper  thermometer ;  but,  owing  to  radiation,  etc.,  it  is  usually  too  low,  and  it  is 
better  to  use  the  readings  of  the  boiler  gauge,  if  correct,  or  better  still  to  have 
a  test  gauge  connected  on  the  ^-inch  pipe  supplying  the  calorimeter. 

If  the  instrument  be  well  covered,  and  there  is  as  little  radiating  surface 
as  possible,  the  above  assumption  that  there  is  no  loss  of  heat  in  passing 
through  the  instrument  may  be  nearly,  though  never  quite,  correct.  On  the 
other  hand  it  is  more  than  likely  to  be  very  far  from  correct,  and,  to  eliminate 
any  errors  of  this  kind,  Mr.  Barrus  recommends  a  so-called  "calibration"  for 
dry  steam.  This,  again,  involves  an  assumption  which  is  open  to  some  doubt, 
which  is  that  steam,  when  in  a  quiescent  state,  drops  all  its  moisture  and 
becomes  dry.  No  other  practical  method,  however,  has  been  proposed,  and 
this  is,  therefore,  the  only  method  used  at  the  present  time.  Some  engineers, 
however,  refuse  to  make  any  calibration,  but,  instead,  make  an  assumed  allow- 
ance for  error. 

To  make  the  calibration,  close  the  boiler  stop  valve,  which  must  be  on  the 
steam  pipe  beyond  the  calorimeter  connection.  Keep  the  steam  pressure 
exactly  the  same  as  the  average  pressure  during  the  test,  for  at  least  fifteen 

103 


SIX  PROTECTED  CRUISERS 

"TACOMA,"  "  CLEVELAND," 

"  DEN'VKK,"  "  GALVESTON," 

•'  CHAT  PANOOGA  "  AND 

"DES    MOINES" 

All  Fitted  with  Babcock  &  Wilcox 

Boilers 

Arrans;evient  of  Boiler  Rooms: 

Total  Heating  Surface        .       13200  sq.ft. 

Total  Grate  Surface  .  300  sq.  ft. 

Ratio  H.  S.  to  G.  S.,44:  i 


FRAME  42 

LOOKING  FORWARD 


minutes,  taking  readings  from  the  two  thermometers  during  the  last  five  min- 
utes. The  upper  thermometer  should  read  precisely  the  same  as  during  the 
test,  and  the  lower  thermometer  should  show  a  higher  temperature ;  this  read- 
ing of  the  lozvcr  thermometer  is  the  calibration  reading  for  dry  steam,  which 
we  will  call  T. 

Calculation  of  results,  allowing  for  radiation  by  calibration  method  : — 

.48  {T—  i) 
Formula,     x  ■=. j X  100 

in  which  x  —  percentage  of  moisture ;  T  =  calibration  reading  of  lower  ther- 
mometer;  t  —  test  reading  of  lower  thermometer  ;  L  —  latent  heat  of  steam  at 
boiler  pressure. 

The  method  of  taking  a  sample  of  steam  from  the  main  is  of  the  greatest 
importance,  and  more  erroneous  results  are  due  to  improper  connections  than 
to  any  other  cause.  Use  only  a  plain,  open-ended  nipple  projecting  far  enough 
into  the  steam  pipe  to  avoid  collecting  any  condensation  that  may  be  on  the 
sides  of  the  pipe.  Take  care  that  no  pockets  exist  in  the  steam  main  near 
the  calorimeter,  in  which  condensation  can  collect  and  run  down  into  sampling 
nipple.  Remember  you  are  ascertaining  the  amount  of  moisture  in  the  steam 
and  not  measuring  the  condensation  on  the  walls  of  the  steam  piping.  Make 
connections  as  short  as  possible. 

As  mentioned  above,  there  is  a  limit  in  the  range  of  the  throttling  calo- 
rimeter which  varies  from  2.88  per  cent,  at  50  pounds  pressure  to  7.17  per  cent, 
at  250  pounds.  When  this  limit  is  reached  a  small  separator  may  be  interposed 
between  the  steam  main  and  the  calorimeter,  which  will  take  out  the  excess  of 
moisture.  By  weighing  the  drip  from  the  separator  and  ascertaining  its  per- 
centage of  the  steam  flowing  through,  and  adding  this  to  the  percentage  of 
moisture  then  shown  by  the  throttling  calorimeter,  the  total  moisture  in  the 
steam  may  be  ascertained.  It  is  seldom,  however,  in  a  well-designed  boiler,  that 
any  but  a  throttling  calorimeter  becomes  necessary. 


los 


ECONOMY  DUE  TO  THE  HEATING  OF  FEED  WATER 


HE  importance  of  heating  feed  water  before  delivering  it  to 
a  boiler  can  best  be  realized  by  considering  exactly  what 
takes  place  during  the  generation  of  steam.  As  explained 
on  page  89,  the  total  heat  in  steam  consists  partly  of 
sensible  heat,  which  marks  the  boiling  point  of  the  water, 
and  partly  of  latent  heat,  which  converts  the  water  into 
steam.  Therefore,  in  generating  steam  in  a  boiler,  the 
water  must  first  be  heated  to  the  boiling  point  and  then  enough  heat  added 
to  evaporate  it  at  the  required  pressure. 

The  rate  at  which  water  absorbs  heat  varies  slightly  as  its  density 
decreases,  but  for  rough  calculations  it  can  be  assumed  that  the  number  of 
degrees  Fahrenheit  which  a  pound  of  water  is  heated,  represents  the  number 
of  British  thermal  units  it  has  absorbed. 

Suppose,  therefore,  that  a  boiler  is  making  steam  at  180  pounds  gauge 
pressure  and  is  being  fed  with  water  at  60  degrees  Fahrenheit.  By  reference 
to  the  steam  tables,  we  find  that  the  boiling  point  at  1 80  pounds  gauge  pressure 
is  about  380  degrees  Fahrenheit,  and  the  latent  heat  equals  about  845  heat 
units.  When  the  water  goes  into  the  boiler,  therefore,  it  has  first  to  be  heated 
from  60  degrees  to  the  boiling  point,  which  requires  approximately  (380  —  60) 
320  heat  units.  This,  with  the  latent  heat  afterwards  added  to  convert  it  into 
steam,  makes  a  total  of  (320+845)  1 165  heat  units  which  must  be  added  to 
each  pound  of  water  entering  the  boiler  to  make  one  pound  of  steam. 

If  instead  of  entering  the  boiler  at  60  degrees,  the  feed  water  were  heated 
to  200  degrees  Fahrenheit,  only  (380  —  200)  180  heat  units  would  have  to  be 
added  to  bring  it  to  the  boiling  point  instead  of  320  as  before,  and  the  total 
heat  added  per  pound  of  steam  would  be  (180  +  845)    1025   instead  of   1165 


PERCENTAGE  OF  FUEL  SAVED  BY  HEATING  FEED  WATER 


0) 

2     & 

2  I.  e« 

Temperature  of  Water  Entering   Boiler 

1 

(Steam  Pressure  60  Pounds) 

Initial 

0 

Entei 

< 

\  120° 

140° 

160° 

180° 

200°   \    202" 

204° 

206° 

208°      210° 

212° 

214° 

216" 

.32° 

II75 

'  749 

9.19 

10.89 

12.59 

14.30     14.47 

14.64 

14.81 

i 
14.98    15.15 

15-32 

15.49 

1566 

40 

I  167 

6.86 

«-57 

10.28 

1200 

13.71      13.88 

14.05 

14.22 

14.40    14.57    14.74  !  14.91 

15.08 

SO 

"57 

6.05 

7.78 

9.51 

11.24 

12.97      13-14 

1332 

1349 

13.66    13.83    14.00  !  14.18 

14-35 

60 

1 147 

.S-23 

6.97 

8.72 

10.46 

12.21 

12.38 

12.55 

12.73 

12.90   :     13.08!    13.25        13.43 

13.60 

70 

1 137 

4.41 

6.16 

7.91 

9.67 

"43 

II. 61 

11.78 

11.96    12.14  ;  12.31    12.49  1  12.66 

12.84 

80 

1127 

!  3-44 

,S-32 

7.10 

8.87 

10.65  1  10.82 

11.00 

II. 18 

11.36  1    11.53 

1 1. 7 1  1  11.89 

12.07 

qo 

1117 

,  2.68 

4-47 

6.26 

8.06 

9.85    10.03 

10.21 

10.38 

10.56;     10.47 

10.92    1 1. 10 

11.28 

100 

1 107 

[  1.80 

3.61 

542 

7-22, 

903        9-21 

9-39 

9-.S7 

9-75      9-93 

lo.ii    10.29 

10.47 

no 

1097 

.91 

2-73 

4-55 

6.38 

8.20    8.38 

8.56 

8.74 

8.93      9.11 

9.291    9.47 

9.66 

120 

1087 

— 

1.84 

3-67 

5-51 

7-35      7-54 

7-77 

7.90 

8.09     8.27  '    8.45  :    8.64 

1            1            i 

8.82 

107 


heat  units.  In  other  words,  to  each  pound  of  water  converted  into  steam  the 
boiler  would  now  have  to  add  only  88  per  cent,  of  the  amount  of  heat  it  did 
before,  and  12  per  cent,  of  the  coal  might  be  saved,  or,  providing  the  same 
amount  of  coal  was  burned  on  the  grates,  it  would  make  nearly  14  per  cent, 
more  steam  than  it  did  with  feed  water  at  60  degrees.  The  table  on  page 
107  shows  the  saving  that  may  be  expected  by  heating  feed  water  various 
amounts. 

Another  very  convincing  way  of  looking  at  this  matter  is  from  the  view 
of  engine  efficiency.  The  best  engine  yet  designed,  with  all  the  modern 
improvements  of  high  steam  pressure,  multiple  expansion,  condensers,  etc., 
cannot  possibly  use  more  than  one-fifth  of  the  heat  contained  in  the  steam.  This 
is  because  all  the  latent  heat  is  necessarily  wasted  without  doing  work.  How 
very  much  more  wasteful  then  must  be  the  pumps,  blower  engines  and  other 
auxiliary  machinery  on  board  ship,  even  if,  as  is  often  the  case,  they  exhaust 
into  the  condenser. 

It  is  the  general  impression  that  auxiliaries  will  take  much  less  stearn  if 
the  exhaust  is  turned  into  the  condenser,  thereby  reducing  the  back  pressure. 
As  a  matter  of  fact,  vacuum  is  rarely  registered  on  an  indicator  card  taken 
on  auxiliary  cylinders  unless  the  exhaust  connection  is  short  and  without  bends, 
long  pipes  and  many  angles  vitiating  the  effect  of  the  condenser. 

On  the  other  hand,  if  the  exhaust  steam  in  the  auxiliaries  can  be  used  for 
heating  the  feed  water,  all  the  latent  heat  of  this  steam,  except  what  is  lost  by 
radiation,  goes  back  to  the  boiler  and  is  saved  instead  of  being  thrown  away 
in  the  condensing  water  or  wasted  with  the  free  exhaust.  Taking  the  whole 
plant  into  consideration,  this  makes  the  auxiliary  machinery  more  efficient  than 
the  main  engine. 

For  illustration,  take  the  first  of  the  series  of  tests  of  the  steamship 
"Pennsylvania,"  as  found  on  page  146.  The  total  amount  of  steam  furnished 
per  hour  was  20,407  pounds,  of  which  17,252  pounds  were  used  in  the  main 
engine  and  3155  in  the  auxiliaries,  i.e.,  the  auxiliaries  required  15.46  per  cent, 
of  the  total  steam.  Of  the  3155  pounds  of  auxiliary  steam,  139  pounds  were 
used  by  the  stoker  engines  and  exhausted  into  the  ash  pits,  leaving  3016 
pounds  that  exhausted  into  the  heater. 

The  feed  water  w^as  taken  from  the  hot  well  at  a  temperature  of  99.3 
degrees  Fahrenheit  and  pumped  through  a  closed  feed  water  heater,  where 
it  was  heated  to  222  degrees  Fahrenheit  by  means  of  the  exhaust  steam  from 
the  auxiliary  machinery.  From  this  heater  it  passed  to  the  boilers  and  was 
converted  into  steam  at  a  pressure  of  242  pounds.  The  auxiliaries  exhausted 
into  the  heater  at  about  3  pounds  back  pressure. 

By  referring  to  the  steam  tables,  it  will  be  found  that  the  3016  pounds 
of  steam  supplied  to  the  auxiliary  machinery  contained  3,634,280  British 
thermal  units  (1205  x  3016).  At  3  pounds  back  pressure  the  same  amount 
of    steam    consumed    would    contain    3,467,797   British   thermal   units.      The 

109 


o    '-' 
in     X 

i  I 


<    3 


^    da 

o 
o 
u 


difference  between  these  amounts — 166,483  British  thermal  units — is  all  that 
is  available  for  doing  useful  work,  and  as  no  engine  can  use  all  of  this  without 
waste,  it  will  be  seen  that  the  proportion  of  heat  that  is  converted  into  work 
is  very  small  indeed. 

If  the  exhaust  steam  from  the  auxiliary  machinery  had  been  turned  into 
the  condenser,  it  is  true  that  not  quite  so  many  pounds  would  have  been 
required  each  hour,  but  ail  the  latent  heat  would  have  been  thrown  away  in  the 
condensing  water,  while  as  a  matter  of  fact,  by  sending  it  into  the  feed  water 
heater,  over  three-quarters  of  the  entire  3,467,797  British  thermal  units  were 
saved.  This  is  shown  by  the  heat  units  absorbed  by  the  feed  water  which 
was  heated  from  99.3  degrees  to  222  degrees,  a  difference  of  122.7  degrees 
Fahrenheit.  This  multiplied  by  the  number  of  pounds  heated  gives  (20,407 
X  122.7)  2,503,939  British  thermal  units  as  the  actual  amount  of  heat  taken 
from  the  exhaust  steam  of  the  auxiliaries  each  hour  and  returned  to  the  boiler. 
Of  the  remaining  963,858  British  thermal  units,  part  is  lost  in  radiation, 
condensation  in  the  pipes,  etc.,  and  part,  amounting  to  nearly  600,000  British 
thermal  units,  is  wasted  in  the  drips  from  the  heater,  on  account  of  the 
impossibility  of  cooling  the  condensed  steam  much  below  222  degrees  Fahrenheit. 

It  may  be  noted,  further,  that  each  pound  of  coal  burned  contained  1 1,790 
British  thermal  units,  of  which  75.7  per  cent,  or  8923  British  thermal  units 
were  utilized  in  making  steam.  If,  therefore,  2,503,939  heat  units  had  not 
been  saved  by  heating  the  feed  water,  it  would  have  been  necessary  to  have 
heated  the  same  by  an  additional  expenditure  of  280  pounds  of  coal  per  hour, 
thereby  increasing  the  total  coal  burned  in  the  plant,  per  indicated  horse- 
power, to  2.15  pounds  instead  of  1.92  pounds,  as  shown  by  the  test. 

There  is  another  reason  for  heating  feed  water,  aside  from  the  obvious 
saving  of  heat  units,  and  that  is  the  fact  that  the  boiler  steams  more  econom- 
ically when  using  hot  feed  water  than  when  using  cold.  This  was  demonstrated 
experimentally  by  Kirkaldy,  of  England,  and  the  theory  advanced  by  M.  Nor- 
mand  seems  very  plausible,  namely,  that  cold  water  checks  the  circulation  in 
the  boiler,  and  in  re-establishing  this  a  certain  amount  of  heat  disappears  in 
mechanical  work,  with  a  consequent  loss  in  evaporation. 

Water-tube  boilers  with  their  rapid  and  uniform  circulation  are  not  liable 
to  injury  by  the  use  of  cold  feed  water,  but  the  above  points  make  it  clear  that 
cold  water  should  never  be  used  by  the  engineer  who  wishes  to  obtain  the 
highest  economy  from  his  plant. 


=a 


m 


REBOILERING    THE     UNITED     STATES     MONITORS 

T  the  breaking  out  of  the  war  with  Spain,  the  United  States 
Gov^ernment  found  it  necessary  to  commission  every 
available  ship  then  in  ordinary ;  among  these  vessels 
were  the  old  single  turret  monitors,  which  were  capable  of 
doing  good  service  as  harbor  defence  vessels,  provided 
they  could  be  reboilered  at  once. 

The  contract  for  this  work  on  the  "  Canonicus," 
"  Mahopac "  and  "  Manhattan,"  stationed  at  League  Island  Navy  Yard, 
Philadelphia,  was  awarded  to  The  Babcock  &  Wilcox  Company,  and  the  first  two 
vessels  were  made  ready  for  steam  in  thirty  days  and  the  third  in  forty-two 
days  after  the  order  to  proceed  with  the  work  was  received. 

As  the  boilers  were  built  in  sections,  the  Government  saved  much  time 
and  expense  by  passing  them  into  the  vessels  through  the  seven-foot  armored 
funnel.      Cutting  of  the  decks  was  thereby  entirely  avoided. 

Originally,  each  monitor  was  fitted  with  two  flat-sided  Stimer  fire-tubular 
boilers,  one  on  either  side  of  a  fore  and  aft  fire  room.  As  soon  as  one  old  boiler 
was  cut  up  and  removed,  the  work  of  installing  the  new  boilers  began,  so  that 
construction  progressed  on  one  side  of  the  ship  while  the  second  boiler  was 
being  demolished  on  the  other.  The  new  boilers  contained  a  total  of  6000 
square  feet  of  heating  surface  and  200  square  feet  of  grate. 

Steam  was  supplied  to  a  pair  of  horizontal,  crank  and  lever  Ericsson 
engines,  having  cylinders  48  inches  in  diameter  and  24  inches  stroke.  To 
economize  space  and  obtain  a  low  center  of  gravity,  the  cylinders  were  placed 
athwartships  on  the  same  axial  line,  and  as  both  were  fitted  with  16-inch  trunk 
pistons,  the  effective  annular  area  of  the  crank  end  was  equivalent  to  that  of  a 
circle  45  inches  in  diameter.  In  order,  therefore,  to  equalize  the  power 
developed  on  each  side  of  the  piston,  it  was  necessary  to  allow  the  steam  to 
follow  further  on  the  trunk  end  than  on  the  head  end. 

As  the  engines  were  constructed  before  the  advent  of  high  pressures,  only 
50  pounds  initial  could  be  carried  in  the  cylinders,  although  the  boilers  were 
constructed  for  a  working  pressure  of  175  pounds. 

It  is  conceded  by  the  best  authorities  that  the  time  employed  in  building 
and  installing  the  boilers  is  the  quickest  on  record,  and,  as  to  steaming,  the 
Navy  Department  states  :  "  It-is  a  source  of  satisfaction  that  the  performance 
of  these  vessels  with  the  new  boilers  exceeded  that  obtained  when  the  vessels 
were  first  built." 


li% 


EXAMPLES     OF     DURABILITY— COST     OF     REPAIRS 


N  the  introduction  of  marine  water-tube  boilers,  the  chief, 
although  unwarranted,  objection  to  their  use  was  the  "  cost 
of  repairs";  those  wedded  to  the  Scotch  or  tank  type  pre- 
dicting the  necessary  renewal  of  the  tubes  every  two  years. 
Persons  interested  in  the  advancement  of  engineering  and 
anxious  to  install  water-tube  boilers  have  been  deterred 
from  so  doing  by  the  continued  cry,  "cost  of  repairs." 
The  steamer  "  Zenith  City,"  equipped  with  Babcock  &  Wilcox  boilers  in 
the  spring  of  1895,  had,  at  the  completion  of  the  season  of  1900,  traveled  a 
total  of  300,000  miles.  The  total  cost  of  repairs  to  each  boiler  at  the  end  of 
the  fourth  year  amounted  to  '$35.00,  which  sum  was  expended  as  much  on 
repairs  to  boiler  fittings  as  to  the  boiler  proper.  At  the  end  of  the  fifth  and 
sixth  seasons  no  repairs  were  needed. 

The  steamer  "Charles  Nelson"  is  fitted  with  these  boilers,  and  the  owner 
states  that  the  steamship  "  has  been  in  constant  and  active  service  at  sea 
upwards  of  34  months,  and  the  boilers  have  given  good  satisfaction.  There 
has  been  no  expense  whatever  for  repairs,  and  the  boilers  are  in  good  condition. 


i 

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JA^l 

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^^ 

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1 

STEAM    PACKET    "CHARLES    NELSON" 

Owner;  Chas   Nelson,  San  Francisco,  Cal.     Babcock  &  Wilcox  Boilers,  850  Indicated 

Horse-power 


H4 


They  have  shown  an  excellent  economy  and  furnished  plenty  of  steam,  using 
the  various  Pacific  Coast  coals.  The  'Nelson'  has  made  good  passages  to 
and  from  Manila,  on  two  occasions  equaling  the  average  time  made  by  the 
United  States  Army  transports." 

Concerning  the  steamer  "  Dirigo,"  boilered  at  the  same  time  as  the 
"  Nelson,"  her  owners  say  that  she  has  been  in  active  service  for  the  same 
number  of  months,  and  the  results  obtained  warranted  their  installing  two 
similar  boilers  in  the  steamship  "John  S.  Kimball,"  one  in  the  steamer 
"Archer"  and  ordering  another  for  a  new  steamer  under  construction. 

At  the  expiration  of  a  12,000-mile  voyage  from  Boston  to  Cavite,  the 
boilers  of  the  United  States  gunboat  "Marietta"  needed  only  a  few  grate  bars. 
This  run  was  in  addition  to  the  war  service  of  this  little  vessel,  and  the 
memorable  trip  around  the  "  Horn"  in  company  with  the  battle  ship  "  Oregon." 
(See  page  37.) 

After  spending  the  winter  and  spring  of  1899  on  the  Atlantic  Coast,  the 
cruiser  "  Chicago "  made  a  trip  around  Africa,  returning  to  New  York  via 
South  America  and  stopping  at  Rio  Janeiro.  The  total  distance  traveled  was 
35,000  miles,  and,  on  arrival,  she  was  able  to  proceed  at  once  to  Buenos  Ayres, 
as  there  was  nothing  to  do  to  her  boilers. 

The  gunboat  "  Annapolis  "  has  steamed  60,000  miles,  and  no  repairs  have 
been  made. 

The  steamer  "Queen  City"  completed  at  the  end  of  the  season  of  1900 
a  total  of  250,600  miles,  and  no  repairs  have  ever  been  made  on  her  boilers. 

The  steamers  "Alex.  McDougall "  and  "  Presque  Isle"  have  each  carried 
about  430,000  tons  of  iron  ore,  steaming  a  distance  of  1 30,000  miles.  One 
tube,  due  to  an  original  imperfection,  has  been  renewed  in  the  boilers  of  the 
"McDougall."     The  "Presque  Isle"  has  needed  nothing. 

It  is  a  significant  fact  that  vessels  equipped  with  Babcock  &  Wilcox  marine 
boilers  never  find  it  necessary  to  call  in  the  services  of  the  shop  boiler  maker. 


"5 


M     H 


CORROSION— CAUSES  AND  PREVENTIVE  MEASURES 

S  the  life  of  a  boiler  mainly  depends  upon  the  rate  of 
progress  of  the  corrosion  of  its  pressure  parts,  the  pre- 
vention or  delay  of  this  destructive  action  is  one  of  the 
most  important  duties  of  the  intelligent  engineer. 

Not  only  should  the  subject  be  studied  in  its  various 
aspects,    but    the    greatest    care  and    watchfulness    are 
necessary  in  order  to  successfully  stay  the  advances  of 
this  subtle  force. 
The  principal  causes   of  corrosion  of  iron  and  steel  boilers,  in  sea-going 
vessels,  can  be  classified  as  follows : 
1st.      Use  of  sea  water. 

2d.      Acidity — the  use  of  animal  or  vegetable  oils  in  the  steam  cylinder. 
3d.      Admixture  of  air  with  the  feed  water. 
4th.     Galvanic  action. 

Each  of  these  causes  of  corrosion,  and  means  of  preventing  or  remedying 
them,  will  be  considered  separately. 

USE    OF    SEA    WATER 

Salt  water  is  known  to  be  a  solvent  of  iron  or  steel,  and  when  boiled  under 
high  pressure  the  magnesium  chloride,  about  250  grains  of  which  are  contained 
in  every  gallon,  becomes  highly  corrosive. 


ANALYSIS    OF    SEA    WATER 


Carbonate  of  lime 
Sulphate  of  lime 
Sulphate  of  magnesium 
Chloride  of  magnesium 
Chloride  of  sodium 

Total  solids 


9.79  grains  per  gallon 

1 14.36  grains  per  gallon 

134.86  grains  per  gallon 

244.46  grains  per  gallon 

1706.00  grains  per  gallon 

2209.47  grains  per  gallon 


Under  certain  conditions,  particularly  in  the  process  of  corrosion,  the  water 
becomes  acid  by  the  dissociation  of  magnesium  chloride  into  hydrochloric  acid 
and  magnesia ;  the  acid,  in  contact  with  iron  not  protected  by  scale,  forms  an 
iron  salt  which,  at  the  very  moment  of  formation,  is  neutralized  by  the  free 
magnesia  in  the  water,  thereby  precipitating  oxide  of  iron  and  reforming 
magnesium  chloride.  Thus  it  is  easily  seen  that  free  iron  is  never  found  in 
solution  in  boiler  water.  The  black  and  red  deposits  formed  in  boilers  which 
have  had  an  excess  of  sea  water  in  them  are  generally  iron  oxides.  The  red  is 
found  when  there  is  much  air  allowed  to  get  into  the  boiler ;  the  black  when 
little  or  no  air  is  present. 

Just  here  comes  in  one  of  the  most  astonishing  neglects  of  marine 
engineering.      It  is  the  neglect  of  modernizing  the  condensers  of  sea-going  ships. 


1.17 


To  deliberately  install  an  expensive  and  .well-constructed  boiler,  and  as 
deliberately  permit  the  use,  in  connection  therewith,  of  condensers  known  to  be 
subject  to  leakage,  and  constructed  so  as  to  make  quick  and  efficient  repair 
extremely  difficult,  is  at  least  commercially  criminal.  There  is  far  more  room 
for  improvement  in  design  and  construction  of  the  condensers  than  in  marine 
boilers,  and  the  great  importance  of  the  former  is  most  obvious  when  the  first 
cause  of  corrosion  is  properly  considered. 

Preventive. — To  prevent  salt  feed,  the  condensers  must  be  tight,  and 
an  ample  provision  made  for  fresh  water  "  make-up "  either  by  carrying  a 
supply  in  bulk  or  by  installing  an  adequate  evaporating  plant,  designed  and 
located  so  as  to  operate  without  priming. 

If  salt  feed  does  enter  the  boiler,  the  quantity  must  not  be  increased  by 
"blowing  off"  water  from  the  boiler,  at  least  not  until  the  saturation  has 
reached  /j.  A  high  saturation  is  preferable  to  a  continuous  renewal  of  salt 
feed,  aside  from  the  heat  loss  of  blowing  off. 

A  light  scale  will  reduce  the  evaporative  efficiency  of  a  boiler,  in  spite  of 
statements  to  the  contrary,  and  a  heavy  scale  will  induce  the  burning  out  of 
parts  exposed  to  the  flames. 

Remedy. — A  small  amount  of  salt  water  is  bound  to  get  into  the  boilers, 
even  under  favorable  conditions,  through  priming  in  the  evaporator  and  slight 
leakage  from  the  condenser,  and  it  is  an  excellent  plan  to  constantly  use  a 
small  quantity  of  milk  of  lime  to  neutralize  it.  One  or  two  pounds  per  looo 
indicated  horse-power  fed  per  day,  in  the  manner  below  mentioned,  may  suffice. 
The  lime  used  is  the  ordinary  unslaked  lime  of  commerce,  and  it  should 
be  finely  powdered  and  kept  in  a  dry  place ;  for  instance,  on  the  up-take 
gratings. 

Milk  of  lime  is  a  mixture  of  about  one  pound  of  lime  to  a  gallon  of  water, 
and  should  be  added  at  times  to  the  water  in  the  filter  box. 

The  Use  of  Lime. — When  starting  with  new  boilers  on  a  voyage  for  the 
first  time,  ten  pounds  of  lime  should  be  put  into  the  boilers  for  every  looo 
horse-power  (dissolve  in  water  and  put  in  through  man  hole) ;  and  four  to  six 
pounds  of  lime  per  day  for  every  lOOO  horse-power  should  be  passed  through 
the  hot  well  (as  milk  of  lime)  for  about  six  days.  At  the  end  of  the  voyage 
the  boilers  should  be  examined  to  see  if  they  have  a  thin  coating  of  lime 
scale  on  their  interior  surface.  If  this  is  not  the  case  and  the  water  shows 
an  improper  color,  the  use  of  the  lime  should  be  continued. 

The  rationale  of  the  use  of  lime  is  the  conversion  of  magnesium  chloride, 
which  is  corrosive  in  effect  on  iron  and  steel,  into  magnesia  and  chloride  of 
calcium,  neither  of  which  is  corrosive ;  and  the  light  scale  on  the  surface  also 
prevents  the  corrosive  elements  from  coming  into  contact  with  the  iron. 

Further  precautionary  methods  must  be  employed  by  the  marine  engineer 
in  order  to  conquer  corrosion.     The  boiler  water  should  be  tested  daily,  and  if 

ii8 


found  to  be  acid  or  to  contain  a  larger  amount  than  50  grains  of  chlorine  per 
gallon,  a  remedy  must  be  applied. 

ACIDITY 

This  cause  of  corrosion  may  arise  from  salt  feed,  or  from  the  introduction 
of  animal  or  vegetable  oil  with  the  feed  water  by  reason  of  using  such  oils  in 
the  steam  cylinders,  the  exhaust  steam  entraining  much  of  it  to  the  condensers. 
This  oil,  containing  fatty  acids,  will  decompose  and  cause  pitting  wherever  the 
sludgy  deposit  can  find  a  resting  place  in  the  boilers. 

Preventive. — Next  in  importance  to  the  total  exclusion  of  sea  water,  is 
the  necessity  of  keeping  oil  out  of  the  boiler.  Only  the  highest  grade  of 
hydrocarbon  oil  should  ever  be  used  in  the  steam  cylinders,  and  of  this  the 
least  possible  amount.  Also,  in  lubricating  piston  rods  and  valve  stems,  this 
same  precaution  should  be  observed.  For,  apart  from  the  evil  effects  of  acidity, 
the  hydrocarbon  deposited  upon  the  heating  surfaces  is  most  harmful,  as  a 
thin  film  of  this  deposit  forms  a  complete  non-conductor,  thereby  preventing 
the  heat  from  passing  through  into  the  water,  and  causing  the  surfaces  to 
burn,  blister  and  crack. 

Where  surface  condensers  are  used,  the  feed  water  should  be  purified  on 
its  way  to  the  boiler  by  passing  it  through  a  cartridge  filter,  which  must  be 
kept  clean.  A  large  amount  of  impurities  are  thereby  caught,  and  the 
condition   of  the  feed  water  materially  improved. 

Remedy. — If  the  boiler  water  is  strongly  acid,  a  solution  of  carbonate  of 
soda  should  be  added  to  the  feed  at  the  rate  of  a  bucket  of  soda  solution  per 
hour  until  the  water  just  turns  red  litmus  paper  blue,  after  which  daily  additions 
of  soda  will  suffice  to  keep  the  water  in  a  safe  or  alkaline  state.  Carbonate  of 
soda  has  also  been  found  effective  in  cases  where  scale  of  sulphate  of  lime  is 
formed,  as  it  possesses  the  property  of  changing  the  sulphate  of  lime  to  sulphate 
of  soda,  which  is  soluble,  and,  therefore,  harmless.  Carbonate  of  lime,  which 
is  also  formed,  may  be  easily  blown  or  washed  out. 

To  sum  up,  oil  and  salt  water  should  never  be  allowed  to  enter  any  kind 
of  a  steam  generator,  and,  where  surface  condensers  are  used,  the  feed  water 
should  be  purified  as  much  as  possible  before  entering  the  boiler. 

Graphite  can  be  used  in  place  of  oil  as  a  cylinder  lubricant  with  equally 
satisfactory  results.  In  fact,  graphite  is  superior  to  oil  when  the  steam  pressure 
is  carried  from  200  to  275  pounds,  corresponding  to  a  temperature  in  the 
neighborhood  of  400°  F. 

Oils  containing  animal  fats  produce  rapid  corrosion  and  should  never  be 
used  in  the  cylinder  of  a  steam  engine. 

Many  steam  vessels  are  running  without  a  particle  of  oil  ever  being 
injected  into  either  their  main  or  auxiliary  cylinders,  the  slushing  of  the  piston 
rods  being  found  ample  for  piston  lubrication. 

"9 


=y 


ADMIXTURE    OF    AIR    WITH    FEED    WATER 

Air  has  been  a  well-recognized  cause  of  corrosion  for  many  years,  and 
instances  of  rapid  corrosion  have  been  proved  to  have  been  caused  by  the  feed 
pumps  sucking  air  from  the  hot  well,  and  the  feed  being  delivered  at  a  level 
considerably  below  the  water  line.  The  boilers  that  have  been  most  free  from 
this  kind  of  corrosion  are  those  in  which  the  best  means  have  been  adopted  to 
keep  out  air. 

Small  bubbles  of  air  expelled  from  the  water  on  boiling,  attach  themselves 
tenaciously  lo  the  heating  surfaces.  The  oxygen  in  this  air  at  once  begins  war 
on  the  iron  or  steel  and  forms  iron  rust ;  making  a  thin  crust  or  excrescence 
which,  when  washed  away  by  the  circulation  or  dislodged  by  expansion  and 
contraction,  leaves  beneath  a  small  hole  or  pit.  Pitting,  once  started,  progresses 
rapidly,  as  the  indentations  form  ideal  resting  places  for  the  bubbles  of  air,  and 
at  the  same  time  present  increased  surfaces  to  be  attacked. 

*  Thorpe  states  that  "  nearly  all  natural  waters  contain  oxygen  in  solution,, 
and  can  only  be  freed  therefrom  by  prolonged  boiling  in  vacuo." 

* Spenmath  states  that  water  absorbs  oxygen  as  follows  : 

At  32°  Fahrenheit  it  will  absorb  4.9  per  cent,  of  its  own  bulk 
At  50°  Fahrenheit  it  will  absorb  3.8  per  cent,  of  its  own  bulk 
At  68°  Fahrenheit  it  will  absorb  3.1  per  cent,  of  its  own  bulk 

* Stromeyer  states  that  under  i  50  pounds  pressure,  cold  feed  water  absorbs 
3.2  pounds  of  oxygen  per  ton. 

With  independent  feed  pumps  there  is  less  liability  for  air  to  get  into  the 
boilers  than  when  the  pumps  are  worked  off  the  engines.  Air  or  oxygen  is 
most  corrosive  in  its  action,  and  this  is  the  reason  for  the  boiler  feed  delivery 
pipes  being  fixed  either  in  the  steam  space  or  near  the  water  line. 

Preventive. — Where  possible,  the  hot  well  water  should  be  pumped  to 
a  filter  tank  situated  eight  to  ten  feet  above  the  feed  pump  suction  valves. 
By  so  doing,  a  large  amount  of  air  rises  and  is  liberated  from  the  surface  of  the 
water,  and  a  head  of  water  at  the  suction  valves  of  the  pump  is  assured. 

Remedy. — Salt  water  absorbs  more  air  than  fresh  water.     Care  should 

be  taken  to  keep  the  pump  glands  tight,  and  to  eflficiently  entrap  free  air  in  the 

air  vessels. 

GALVANIC    ACTION 

Formerly,  nearly  all  corrosion  in  boilers  was  attributed  to  this  cause,  and  zinc 
slabs  were  suspended  everywhere  possible  within  the  water  space.  The  position 
of  zinc  relative  to  that  of  iron  in  the  scale  of  electro-positive  metals,  causes  it 
to  be  attacked  instead  of  the  metal  of  the  boiler  when  galvanic  action  takes  place. 

Preventive. — To  afford  protection  by  the  use  of  zinc,  however,  there 
must  be  positive  metallic  contact  between  the  zinc  and  iron.  Practically, 
it  is  impossible  to  maintain  this  contact  with  the  usual  methods  of  installation, 

*  "  Corrosion  of  Boiler  Tubes  in  U.  S.  Navy,"  Lt.  Com.  Walter  F.  Worthington,  U.  S.  N.,  "Journal  of  the  American 
Society  of  Naval  Engineers,''  Vol.  XII. 


and  it  has  been  shown  that  no  galvanic   current  exists  after  a  few  hours   of 
steaming,  in  the  arrangements  ordinarily  employed. 

Remedy. — The  use  of  zinc,  however,  should  not  be  abandoned  on  this 
account,  as  it  appears  still  a  very  important  element  of  protection  against 
corrosion  due  to  air  in  feed  water.  Its  suspension  in  drums,  and  points  within 
the  boiler  near  the  entrance  of  the  feed,  is  recommended  as  of  positive  benefit, 
and,  indeed,  as  long  as  zinc  slabs  continue  to  disintegrate  and  oxidize  in  a  boiler, 
they  deflect  to  themselves  from  the  iron  just  that  amount  of  harmful  action. 

METHOD    OF   TESTING    WATER   FOR    CORROSIVENESS 

The  first  thing  in  testing,  as  is  well  known,  is  to  see  that  the  color  of  the 
water,  as  shown  in  the  gauge  glass,  is  neither  black  nor  red.     The  only  color 


STEAM  WHALER  "SHELIKOF" 
Owners  :  Pacific  Whaling  Co.     Babcock  &  Wilcox  Boilers,  450  Indicated  Horsk-power 

admissible  is  slightly  dirty  gray  or  straw  color,  unless  the  water  is  transparent. 
So  long  as  the  water  is  red  or  black,  corrosion  is  going  on,  and  it  must  imme- 
diately be  neutralized  by  freely  using  lime  or  soda,  and  frequently  scumming 
and  blowing  off,  the  make-up  being  provided  by  the  evaporator. 

The  salinometer  is  not  a  very  accurate  instrument  for  determining  the 
quantity  of   sea  water  in  boiler  water,  but  the  apparatus  here  described  gives  a 


convenient  and  accurate  method  of  ascertaining  the  exact  number  of  grains  of 
chlorine  per  gallon  in  the  water  tested.  It  is  based  on  the  scheme  for  the 
volumetric  determination  of  chlorine  devised  by  Fr.  Mohr,  an  eminent  chemist, 
and  requires  one  graduated  bottle,  one  bottle  of  silver  solution  containing 
4.738  grams  of  silver  nitrate  to  1000  grams  of  distilled  water,  and  one  bottle 
of  chromate  indicator,  which  is  a  10  per  cent,  solution  of  pure  neutral  potassium 
chromate. 

To*  Make  Test. — Fill  the  graduated  bottle  to  the  zero  mark  with  the 
water  to  be  tested ;  add  one  drop  of  the  chromate  indicator ;  then  slowly  add  the 
silver  solution  ;  keep  shaking  the  bottle.  On  nearing  the  full  amount  of  silver 
solution  required,  the  water  will  turn  red  for  a  moment,  and  then  back  to  yellow 
again  when  shaken.  The  moment  it  turns  red  and  remains  red,  stop  adding  the 
silver.  The  reading  on  the  graduated  bottle  at  the  level  of  the  liquid  will 
then  show  the  amount  of  chlorine  in  grains  per  gallon.  For  example,  if  a  per- 
manent red  color  is  shown  when  the  level  is  midway  between  1 50  and  200, 
there  are  175  grains  of  chlorine  per  gallon. 

The  principle  of  the  process  depends  upon  the  fact  that  if  some  of  this 
silver  solution  be  dropped  into  water  containing  a  chloride,  a  curdy  white 
precipitate  of  chloride  of  silver  will  be  formed.  If  there 
is  also  present  in  the  water  enough  potassium  chromate 
to  give  a  yellow  color,  the  white  precipitate  will  continue 
to  form  as  before,  owing  to  the  silver  having  a  greater 
affinity  for  chlorine  than  for  the  chromic  acid  in  the 
chromate.  But,  at  the  moment  when  all  the  chlorine 
in  the  sample  has  been  converted,  the  silver  will  attack 
the  yellow  potassium  chromate,  and  chromate  of  silver 
will  be  formed,  which  is  red  in  color.  The  amount  of 
chlorine  present  is,  therefore,  shown  by  the  amount  of 
silver  solution  required  to  convert  it  all  to  silver  chloride, 
and  the  determination  of  the  exact  point  at  which  the 
chloride  precipitate  ceases  to  form  is  greatly  facilitated 
by  observing  when  the  chromate  indicator  turns  from 
yellow  to  red. 

It  is  not  necessary  to  add  the  silver  solution  until  the 
color  becomes  very  red,  as  the  delicacy  of  the  reaction 
would    be    destroyed,    but    the    change    from    yellow   to  """  v- 

yellowish  red  must  be  distinct  and  must  not  change  on 
shaking.  The  sample  of  water  to  be  tested  should  be 
neutral,  as  free  acids  dissolve  the  silver  chromate.  If  it 
should  be  acid,  neutralize  by  adding  sodium  carbonate. 
Slight  alkalinity  does  not  interfere  with  the  reaction,  but 
should  the  sample  be  very  alkaline,  it  may  be  neutralized 
with  nitric  acid.  Graduated  Bottlk 


650 


123 


Should  it  happen  that  the  color  does  not  change  within  the  limits  of  the 
graduations,  the  sample  may  be  tested  by  diluting  with  distilled  water.  For 
example,  add  three  parts  of  distilled  water  to  one  part  of  the  sample.  If  then, 
on  testing  the  mixture,  the  color  changes  at  200,  the  number  of  grains  per 
gallon  in  the  original  sample  will  be  four  times  this  reading,  or  800  grains. 

The  chlorine  should  be  kepi  down  to  the  least  possible  amoiuit — say  below 
^o  grains  per  gallon — as  the  nearer  the  boiler  water  is  to  fresh  water  the  safer 
the  boilers  are  against  corrosion. 

If  the  water  is  so  corrosive  as  to  be  acid,  blue  litmus  paper,  which  has  not 
been  allowed  to  become  deteriorated  through  exposure  to  the  atmosphere  (keep 
in  a  bottle  with  a  glass  stopper),  will  turn  slightly  red.  If  a  change  in  color  is 
not  apparent  at  once,  it  should  be  allowed  to  remain  in  the  solution  a  few 
minutes  and  then  carefully  dried  and  compared  with  an  unused  sample. 

Another  method  is  to  put  into  it  a  few  drops  of  a  chemical  called  methyl- 
orange.  This  methyl-orange  gives  a  yellow  color  so  long  as  the  water  is  alka- 
line, but  if  turned  pink,  it  shows  that  the  water  is  acid,  and  therefore  highly 
corrosive.  This  latter  test  is  more  sensitive  than  the  litmus  paper  test,  and 
should  be  used  in  preference. 

A  testing  kit  containing  the  graduated  bottle  and  the  solutions  referred  to, 
also  strips  of  blue  and  red  litmus  paper,  neatly  packed  in  a  padded  box,  is 
supplied  by  The  Babcock  &  Wilcox  Company  with  all  boiler  installations 
intended  for  salt  water  service. 


Steam  .\nd  Water  Drum. 


Babcock  &  Wii.cox  Boiler,  Details  of  Construction 
125 


:^  .-- 


Q  o 
w  m 


CARE  OF    BABCOCK  &  WILCOX    MARINE    BOILERS 

FIRING. — The  correct  manner  of  firing  boilers  depends 
largely  upon  the  class  and  quality  of  the  fuel.  Coal  can 
be  divided  roughly  into  three  classes — anthracite,  or  hard 
coal ;  semi-bituminous ;  and  bituminous,  or  soft  coal. 
When  anthracite  coal  is  burned  it  should  be  spread  evenly 
over  the  grate  and  a  fire  of  uniform  thickness  maintained, 
which  may  be  from  3  to  8  inches,  depending  on  the 
intensity  of  the  draft  and  size  of  the  fuel.  When  stoking,  half  the  grate 
should  be  covered  at  a  time.  In  this  way,  complete  combustion  is  promoted 
by  the  fire  on  the  bright  half  of  the  grate. 

Semi-bituminous  coal,  that  is  high  in  fixed  carbon  and  low  in  volatile 
matter,  can  be  fired  evenly  on  the  grate  or  coked  just  inside  the  fire  door  under 
the  reverberatory  roof,  and  then  spread  back  over  the  incandescent  fuel 
beyond.  The  coking  of  the  coal  at  the  front  of  the  furnace  distills  off  the 
volatile  gases  which  burn  under  the  furnace  roof  before  passing  among  the 
tubes  forming  the  heating  surface. 

Bituminous  coal,  which  contains  a  large  percentage  of  volatile  matter  and 
a  relatively  small  amount  of  fixed  carbon,  is  best  burned  by  stoking  light  and 
often  and  covering  about  one-quarter  of  the  grate  at  a  time.  The  fire  should 
be  from  four  to  seven  inches  thick  to  obtain  the  best  results. 

Cleaning. — The  efficiency  of  boilers  must  be  preserved  by  keeping  the 
heating  surfaces  clean,  both  externally  and  internally.  By  means  of  a  steam 
lance  and  a  flexible  hose,  provided  with  the  boilers,  the  soot  may  be  almost 
entirely  removed  from  the  tubes,  the  lance  being  inserted  through  the  dusting 
doors  in  the  side  casing.  In  this  way  the  boilers  may  be  cleaned  without 
interfering  with  the  stoking.  On  arriving  in  port,  the  boilers  should  be  swept 
out,  and  all  deposits  of  soot  removed. 

When  time  in  port  will  permit,  the  hand  hole  plates  opposite  the 
tubes  in  the  vicinity  of  the  furnaces  should  be  removed,  and  the  interior 
surfaces  examined  and  washed  out  ;  and,  if  any  undue  accumulation  of 
scale  has  taken  place,  it  should  be  removed  by  the  spoon  scrapers  or 
wire  brush. 

Tubes  have  been  known  to  blister  and  crack,  and  upon  removal  found  to 
contain  only  an  eggshell  of  scale  thinly  deposited  over  their  entire  inner 
surface.  Had  these  tubes  been  closely  examined,  before  removal,  by  means  of 
an  electric  lamp  or  torch,  a  small  laminated  hummock  of  scale  would  have 
been  discovered  directly  over  the  blister  or  crack.  These  small  bunches  are 
composed  of  flakes  of  scale  that  have  become  loosened  from  other  parts  of  the 
boiler  and  carried  with  the  circulation  until  dammed  in  some  portion  of 
the  tube.      As  these    bunches   are  loose,   they  may  be    easily   dislodged   by 

127 


washing  out  with  a  hose.  Scale  burns  are  most  likely  to  occur  when  the 
feed  water  contains  sulphate  of  lime  or  when  salt  water  is  used  for  make-up 
feed. 

If  the  water  has  a  tendency  to  form  a  hard  scale,  such  a  scale  should  be 
removed  with  the  tube  scrapers  provided.  One  thirty-second  of  an  inch  of 
scale  is  the  maximum  thickness  that  should  be  allowed  upon  the  heating 
surface. 


STEAM    TUG    "EDNA    G" 

Owners  :  Duluth  &   Iron  Range   Railroad.     Babcock  &  Wilcox    Boilers,  550  Indicated 
Horse-power.     Breaking   Ice  in  Duluth   Harbor 


Blowing  Off. — Boilers  should  be  blown  through  the  bottom  blow  valves, 
at  least  twice  a  day,  and  through  the  surface  blow  valve,  or  scummer,  once  a 
watch.  Opening  these  valves  wide  and  immediately  closing  them  is  usually 
sufficient. 

Bottom  blows  should  be  used  freely  after  the  boilers  have  been  standing 
with  banked  fires  or  quietly  steaming.  At  such  times  blowing  should  be  more 
frequently  attended  to,  as  the  circulation  is  less  active  and  there  is  more 
opportunity  for  scale-producing  deposits  to  settle  on  the  heating  surface. 


128 


PLUG    EXTRACTOR 


Repairs. — In  order  to  remove  a  tube,  select  a  narrow 
ripping  chisel  from  the  tool  box  furnished  with  all  instal- 
lations, and  slit  both  ends  of  the  tube  lengthwise  to  a  depth 
a  short  distance  beyond  the  tube  seat ;  close  the  expanded 
portions  in,  and,  after  loosening,  the  tube  can  be  driven 
out.  Care  should  be  taken  not  to  mar  the  seat  in  the 
wrought-steel  header  into  which  the  tube  is  expanded. 
The  process  of  removing  and  renewing  tubes  is  the  same  as  that  employed  in 
Scotch  boilers,  but  avoids  the  necessity  of  beading  over,  as  the  ends  are  not 
exposed  to  the  action  of  the  flames,  nor  the  tubes  used  as  stays.  To  save  time 
in  cases  of  emergency,  tubes  may  be  stopped  with  a  conical  cast-iron  plug 
supplied  for  the  purpose.  As  the  plug  fits  the  tube,  only  a  few  raps  with  the 
hammer  are  necessary  to  make  it  tight.  The  large  end  of  the  plug  is  drilled  and 
tapped,  and  may  be  easily  withdrawn  by  the  extractor,  consisting  of  wrought  steel 
bridge,  bolt  and  nut,  furnished  with  the  boiler.     When  tubes  become  defective, 

they  are  generally  renewed,  as  the  time  required  is  but  a 
trifle  longer  than  that  of  plugging. 

The  expanding  of  the  tubes  is  performed  in  the  usual 
manner  with  expanders  and  mandrils  provided.  In  re- 
placing any  of  the  short  tubes,  or  nipples,  between  the 
headers  and  mud  drum,  or  headers  and  steam  and  water 
drum,  care  should  be  taken  that  the  projecting  ends  are  swelled  with  the  expander. 
All  tubes  and  nipples  should  extend  beyond  their  expanded  seats  one-half  an  inch. 


EXPANDER    IN  POSITION 


URK  Docks  at  Two  Harbors,  Minn. 


129 


TESTS  OF   BABCOCK  &  WILCOX    MARINE    BOILERS 

^^^^^^I^^^^THE  object  of   testing  a  steam   boiler  is  to  determine  the 
^M     quantity  and  quality  of  steam  it  will  supply  continuously 
^^     and  regularly,  under  specified  conditions  ;  the  amount  of 
^/     fuel  required  to  produce  that  amount  of  steam,  and  some- 
^?     times  sundry  other  facts  and  values.      In  order  to  ascertain 
^f     these  things  by  observation,  it  is  necessary   to   exercise 
great  care  and  skill,  and  employ  the  most  perfect  appa- 
ratus, or  errors  will  creep  in  sufficient  to  vitiate  the  test  and  render  it  of  no 
value,  if  not  actually  misleading. 

The  principal  points  to  be  noted  in  a  boiler  test  are : 

1st.  The  type  and  dimensions  of  the  boiler,  including  the  area  of  heating 
surface,  steam  and  water  space,  and  draft  area  through  or  between  tubes. 

2d.  The  style  of  grate,  its  area,  with  proportion  of  air  space  therein  ; 
height  and  size  of  funnel  ;  area  of  up-take,  etc. 

3d.  Kind  and  quality  of  fuel ;  if  coal,  from  what  mine,  etc. ;  percentage 
of  refuse  and  percentage  of  moisture  in  fuel.  The  latter  is  a  more  important 
item  than  is  generally  understood,  as  in  adding  directly  to  the  weight,  it  intro- 
duces an  error  in  the  final  results  directly  proportioned  to  the  per  cent,  of  the 
fuel. 

4th.  Temperature  of  feed  water  entering  boiler,  and  temperature  of  escap- 
ing gases.  The  temperatures  of  fire  room  and  of  external  air  may  be  noted, 
but  are  usually  of  slight  importance. 

5th.  Pressure  of  steam  in  boiler,  draft  pressure  in  furnace,  at  boiler  side 
of  damper,  in  up-take  connection  with  funnel,  and  the  pressure  of  the  blast,  if 
any,  in  the  ash  pit  or  stoke  hold. 

6th.  Weights  of  feed  water,  of  fuel  and  of  ashes.  Water  meters  are  not 
reliable  as  an  accurate  measure  of  feed  water. 

7th.  Time  of  starting  and  of  stopping  test,  taking  care  that  the  conditions 
are  the  same  at  each,  as  far  as  possible. 

8th.     The  quality  of  the  steam,  whether  "wet,"  "dry"  or  superheated. 

From  these  data  all  the  results  can  be  figured,  giving  the  economy  and 
capacity  of  the  boiler,  and  the  sufficiency  or  insufficiency  of  the  conditions,  for 
obtaining  the  best  results. 

For  purposes  of  comparison  with  other  tests,  the  water  actually  evaporated 
under  the  observed  conditions  per  pound  of  coal  and  combustible  and  per 
square  foot  of  heating  surface  per  hour  are  reduced  to  "  equivalent  evaporation  " 
from  and  at  212  degrees.      (See  page  97.) 

The  standard  boiler  horse-power  is  equal  to  34)^  pounds  of  water  evapo- 
rated per  hour  from  and  at  2 1 2  degrees.  The  modern  marine  engine,  however 
uses  only  about  half  a  boiler  horse-power  for  each  indicated  horse-power,  and 
any  calculation  of  the  former  quantity  is  of  little  use  for  marine  purposes. 

131 


TESTS  OF  EXPERIMENTAL  MARINE  BOILER 

BUILT  BY  THE  BABCOCK  &  WILCOX    COMPANY  AND    INSTALLED  FOR  EXPERIMENTAL 

PURPOSES  AT  THEIR  WORKS 

The  following  tests  were  made  on  this  boiler  under  the  conditions  noted: 

By  the  late  Chas.  E.  Emery,   Ph.  D.,  October   29TH,    1897  :    Anthracite   egg  coal; 
closed  stoke-hold  blast. 

By   Jay   M.  Whitham,    Mem.   Am.    Soc.    M.    E.,    May    7TH,    1895:    Pocahontas    coal; 
closed  ash-pit  blast. 

By  Ernest  H.  Peabody,  Mem.  Am.  Soc.  M.  E.,  March   25,  1899  :   Keystone  coal  with 
mechanical  stoker  ;    natural  draft. 


Engineer  conducting  test 
Date  of  test     . 


C.  E.  Emery 
Oct.  29tli,  1897 


Duration  of  test,  hours  .... 

Heating  surface  : 
1337  in  boiler 

215  in  li eater,  sq.  ft 

Grate  surface,  sq.  ft.        ....         . 

Ratio  of  heating  surface  to  grate  surface 

Kind  of  fuel J 

Steam  pressure  by  gauge,  average,  lbs. 

Force  of   draft  in  inches  of  water,  closed  stoke 

hold 

Force  of  draft  in  inches  of  water,  closed  ash  pit 
Force  of  draft  in  inches  of  water  at    base  of 

funnel,  average 

Force  of  draft  in  inches  of  water  in  furnace, 

average         

Temperature  of  feed  water,  average  deg.  Fahr. 
Temperature  of  water  from  heater,  average  deg. 

Fahr 

Temperature  in  upper  part  of  closed  fire  room, 

average  deg.  Fahr.  .... 

Temperature  of  flue  gases        ...  -j 

Per  cent,  of  refuse  in  coal       .... 
Quality  of  steam   (by  Barrus  calorimeter  with 

caJibration)        ...... 

Average  water  per  hour  evaporated  into  dry 

steam  under  actual  conditions,  lbs. 
.Water  evaporated  per  pound  of  coal,  from  and 

at  212°,  lbs. 

Water  evaporated   per  pound   of  combustible, 

from  and  at  212°,  lbs 

Coal  per  sq.  ft.  of  grate  per  hour,  lbs.     . 
Water  evaporated  per  sq.  ft.  of  heating  surface 

per  hour,  under  actual  conditions,  lbs. 
Water  evaporated  per  sq.  ft.  of  heating  surface 

per  hour,  from  and  at  212°,  lbs 
Water  evaporated  per  sq.  ft.  of  grate  per  hour, 

from  and  at  212°,  lbs 


7K 

1552 

33-25 

46.67 
Lackawanna  egg. 
Woodward  Mine 
200 

+0.99 

—0.49 

+0.14 
108.8 

230.8 

95-2 
Antimony  did 
not  melt* 
7.98 

Dry 

9619 

8.36 

9.08 
40.29 

6.20 

7.21 

33672 


J.  M.  Whitham 
May  7th,  1895 


24 


1552 

38.5 

40.03 

Pocahontas 

run  of  mine 

154 


+0.98 

—0.54 

—0.04 
66.0 

117.9 

By  Pyrometer 
607°  F. 
5-38 

Dry 

12,493 
8.29 

8.76 
46.9 

8.05 

9.67 

3897 


E.  H.  Peabody 
Mar.  25th,  1899 


6.0 


1552 
457 
33-96 
Keystone 
run  of  mine 
"3 

Natural 
draft 


— 0-35 

—0.15 
61.3 

151.0 


Bismuth  melted* 

Lead  did  not 

12.6 

Dry 

5270 

10.  II 

11.65 
137 

3-39 

4.07 

138.2 


•  Antimony  melts  at  840^^  F.;  lead  at  625^  F.,  and  bismuth  at  510^  F. 


ARRANGEMENT  OF  BOILERS  OF  U.  S.  S.  "ALERT" 


TESTS  OF   A  BABCOCK  &  WILCOX  BOILER  BUILT  FOR 
THE  U.  S.  S.  "ALERT"* 

TESTS    CONDUCTED    BY    A    BOARD    OF    NAVAL    ENGINEER    OFFICERS   CONSISTING   OF 
LT.-COM.    GEO.   W.   McELROY,    LT.   W.   W.   WHITE    AND    LT.    EMIL    THEISS 

The  "Alert"'  will  have  two  boilers  placed  side  by  side  in  the  ship,  with  a  passage- 
way between  them,  facing  an  athwartship  fire  room. 

The  dimensions,  over  all,  of  the  boilers  are :  Length  at  bottom  of  ash  pit,  1 1  feet 
I  inch;  distance  from  boiler  front  to  perpendicular  from  center  of  drum,  ig}i  inches; 
length  at  top  from  back  end  to  center  of  drum,  lo  feet  5^  inches;  width  of  boiler,  8 
feet  9  inches;  height  from  bottom  of  ash  pit  to  center  of  drum,   10  feet  8^   inches. 

Heating  surface,  outside  of  tubes,  square  feet        .         .         .         .  2012 

Heating  surface  in  boxes,  square  feet     ......  93 

Heating  surface  in  drum,  square  feet 20 

Total  heating  surface 2125 

Grate  surface  (length  of  grate,  6  feet  4  inches)  square  feet  .         .  48 

Ratio  heating  surface  to  grate  surface 44  :  i 

Air  heater : 

Number  of  tubes  (each  3  inches  diameter  and  6  feet  long)     .         .  102 

Heating  surface  in  tubes,  square  feet 48 1 

Area  through  tubes,  square  feet 4.3 

Least  area  between  tubes  for  up-take  gases,  square  feet         ,         .  7.25 

Smoke  pipe  : 

Diameter,  feet  and  inches       . 3-6 

Height,  feet  48 

Boiler : 
Weight  of  boiler,  dry-weighed  on  car,  complete,  pounds        .         .        46488 
Total  weight  of  boiler  and  water,  pounds 54638 

The  weight  of  water  necessary  to  fill  this  boiler  to  5  inches  in  gauge  glass  (which 
is  at  the  middle  of  the  drum),  is  8833  pounds,  or  8150  pounds  for  same  level  at  tem- 
perature due  to  boiling  water  under  225  pounds  pressure. 

DESCRIPTION  OF  TESTS 

Four  separate  tests  were  made,  on  April  11,  12,  13  and  14. 

The  first  was  with  cold  air,  closed  ash-pit  draft,  and  a  steam  jet  in  the  smoke  pipe. 
This  test  was  intended  to  demonstrate  the  performance,  under  the  conditions  stated, 
of  the  boiler  with  the  maximum  consumption  of  coal  that  it  is  expected  to  reach  in 
naval  practice. 

The  second  test  was  with  open  ash  pit,  a  steam  jet  being  used  in  the  chimney  to 
produce  a  partial  vacuum  about  equivalent  to  that  due  to  the  height  of  smoke  pipe  as 
on  the  ship,  viz.,  about  0.45  inch  of  water. 

The  third  was  with  heated  air,  closed  ash-pit  draft,  and  a  steam  jet  in  the 
chimney.     The  blower  drew  the  air  through  the  heater  tubes  and  discharged  it  into 

■■'  Extracts  from  the  annual  report  for  1899  of  Admiral  Geo.  W.  Melville,  Ex-Engineer-in-chief  of  the  United  States  Navy. 


the  back  of  the  ash  pit.  The  conditions  as  to  draft,  method  of  firing,  and  temperature 
of  feed  were  as  nearly  as  possible  the  same  as  in  test  No.  i,  the  object  being  to 
establish  the  effect  due  to  the  heating  of  the  air. 

In  all  the  three  preceding  tests  Cumberland  coal  was  used.  During  the  first  and 
the  greater  part  of  the  second  test  it  was  George's  Creek  coal.  During  the  latter 
part  of  the  second  test,  and  throughout  the  third  test,  another  shipment  of  coal, 
also  Cumberland,  was  used.  This  last  coal  contained  less  slack  and  less  surface 
moisture  than  the  first,  but  all  was  of  excellent  and  presumably  of  very  similar 
quality. 

The  fourth  test  was  with  cold  air,  closed  ash-pit  draft,  and  a  steam  jet  in  the 
chimney,  and  was  undertaken  to  show  the  efficiency  of  the  boiler  using  hard  coal 
under  moderately  strong  forced  draft. 

Attention  is  especially  directed  to  the  comparative  results  of  tests  made  Apni  i^ 
in  presence  of  the  Board,  and  on  April  19  by  the  firm.  These  two  tests  were  made 
under  nearly  identical  conditions  as  to  draft,  temperature  of  feed,  and  method  of  firing, 
except  that  during  the  test  of  April  13  the  air  heater  was  in  use,  while  on  April  19  it 
was  not,  and  would  seem  to  show  that  with  the  ratio  of  grate  to  heating  surface,  and 
the  circulation  of  gases  secured  in  the  boiler  under  test,  the  up-take  gases  escape  at  so 
moderate  a  temperature  that  the  air  heater  is  of  little  value.  The  data  of  the  tests, 
bearing  on  this  point,  are  given  in  the  table  on  the  following  page. 

The  results  of  the  parallel  tests,  with  and  without  air  heaters  in  use,  made  by  the 
Board  on  April  11  and  on  April  13,  are  somewhat  vitiated  by  the  fact  that  the  coal 
used  was  not  from  the  same  shipment  in  the  two  cases ;  and,  while  from  the  same  coal 
region,  and  presumably  of  very  similar  heating  value,  the  first  lot  contained  about 
4.09  per  cent,  of  surface  moisture,  and  was  composed  of  nearly  75  per  cent,  slack,  while 
the  second  lot  contained  2.77  per  cent,  of  surface  moisture,  and  contained  much  less 
slack — about  50  per  cent. 

The  following  experiment,  made  April  22,  in  the  presence  of  Lieut,  (then  Chief 
Engineer)  G.  W.  McElroy,  United  States  Navy,  gives  the  time  required  for  raising 
steam  under  the  conditions  stated. 

Fires  were  started  with  wood  and  oily  waste  in  front.  About  one-half  shovelful  of 
kerosene  was  thrown  on  just  after  lighting  the  fires.  Soft  coal  was  used  toward  the 
end.  The  boiler  was  at  atmospheric  temperature  when  fires  were  lighted,  the  water 
at  the  temperature  of  54°  F.  Its  height  in  the  gauge  glass  on  starting  fires  was  i^ 
inches.  Almost  immediately  after  the  fires  were  started  the  circulation  of  the  water 
began,  as  evidenced  by  the  temperature  of  the  different  parts  of  the  boiler. 


RECORD    OF    RAISING    STEAM 


Time 


Lighted  fire,     i^  inches  water  in  boiler  gauge  glass.     Natural  draft 

11.42  Began  to  make  steam.    No  pressure  on  steam  gauge 

11.44^  5  pounds  pressure  on  steam  gauge 

11.45  ^°  pounds  pressure  on  steam  gauge 

11.46X  20  pounds  pressure  on  steam  gauge 

11.47  25  pounds  pressure  on  steam  gauge 

11.48^  40  pounds  pressure  on  steam  gauge 

11.49^  50  pounds  pressure  on  steam  gauge 

136 


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RECORD    OF    RAISING    ^TE\M— Continued 


Time 

1 1. 51  65  pounds  pressure  on  steam  gauge. 

ii-5^M^  75  pounds  pressure  on  steam  gauge 

11.52^  100  pounds  pressure  on  steam  gauge 

11.53  105  pounds  pressure  on  steam  gauge 

11.53^  125  pounds  pressure  on  steam  gauge 

•'•54M^  150  pounds  pressure  on  steam  gauge 

11.553^  175  pounds  pressure  on  steam  gauge 

11.56^  200  pounds  pressure  on  steam  gauge 

"•57^  225  pounds  pressure  on  steam  gauge. 


4)^  inches  water  in  boiler  gauge  glass. 
Put  on  blower 


5^  inches  water  in  boiler  gauge  glass. 
Safety  valve  blowing.  Stopped 
blower 


The  table  contains  the  calculated  results  and  final  averages.  The  evaporation 
has  been  figured  out  on  the  basis  of  dry  coal  and  combustible  consumed,  and  water 
evaporated  into  steam  of  the  calculated  quality. 

On  the  completion  of  the  tests  the  boiler  was  thoroughly  examined  inside  and 
outside. 

The  grate  bars  and  bearers  had  not  suffered  the  least  injury,  nor  did  the  fire-brick 
back,  or  the  fire-brick  baffles  supported  upon  the  row  of  4-inch  tubes  over  the 
furnace,  show  signs  of  distress. 

The  entire  outer  casing  plates  opposite  the  tubes  were  removed  on  one  side  and 
the  magnesia  and  fire-brick  lining  taken  down,  exposing  the  tubes  and  making  possible 
an  examination  of  the  sectional  vertical  baffles.  These,  as  well  as  the  inclined  deflector 
in  the  space  above  the  tubes,  were  found  in  perfect  condition.  The  edges  were  sharp 
and  no  warping  was  noticeable.  The  4-inch  tubes  immediately  above  the  furnace 
were  perfectly  straight. 

Generally  speaking,  the  tests  conducted  must  be  regarded  as  most  satisfactory. 
The  boiler  did  its  work  under  natural  and  under  forced  draft  with  good  economy  and 
without  distress.  The  comparatively  low  temperature  of  the  up-take  gases  during  all 
the  tests  both  with  and  without  the  air  heater  in  use  seems  to  indicate  that  the  air 
heater  is  not  a  necessity  in  combination  with  a  boiler  of  the  design  in  question,  and 
can  not  be  considered  a  desirable  adjunct  except  possibly  when  working  at  very  high 
rates  of  combustion. 


138 


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ARRANGEMENT    OF   BABCOCK   &  WILCOX   BOILERS    IN   LARGE 
LAKE   CARGO    STEAMERS 


140 


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TESTS   OF    MACHINERY   OF    S.  S.  "PENNSYLVANIA" 

At  the  request  of  Mr.  A.  B.  Wolvin,  of  Duluth,  the  Babcock  &  Wilcox 
Company  installed  its  testing  apparatus  on  board  the  Minnesota  Steamship 
Company's  new  steamer  "  Pennsylvania  "*  for  the  purpose  of  making  a  series 
of  tests  of  that  steamer's  machinery. 

Advantage  was  also  taken  of  this  opportunity  by  the  Navy  Department  to 
secure  exact  data  regarding  the  economy  of  the  boilers,  the  steam  consumption 
of  the  main  engine  and  auxiliary  machinery,  and  the  working  of  the  mechanical 
stoker  with  which  the  ship  was  fitted.  Accordingly,  Lieutenants  B.  C.  Bryan 
and  W.  W.  White  were  detailed  by  the  Bureau  of  Steam  Engineering  to  make 
a  trip  with  the  ship  and  conduct  the  trials. 

The  results  obtained  were  published  in  Vol.  XL,  Part  3,  of  the  "Journal 
of  the  American  Society  of  Naval  Engineers,"  from  which  we  quote  the 
following : 

"  The  main  propelling  engine  is  of  the  vertical,  direct-acting,  inverted,  jet-condens- 
ing, quadruple-expansion  type,  designed  for  a  maximum  horse-power  of  about  2000. 


Number  of  cylinders,  unjacketed     .         .         .         .         .         .         .         4 

36>^ 


f  High-pressure 
J  First  intermed 
I  Second  intern 
(^  Low-pressure 


Diameter  of  cylinders,!  First  intermediate-pressure 
in  inches  j  Second  intermediate-pressure 


Stroke,  inches    .... 
Diameter  of  piston  rods,  inches 


56 
40 

4K 


"  Steam  is  supplied  by  two  boilers  of  the  Babcock  &  Wilcox  water-tube  marine 
type,  built  for  a  pressure  of  250  pounds.  Each  boiler  is  9  feet  3  inches  long,  12  feet 
6  inches  wide,  and  16  feet  8  inches  high,  containing  3000  square  feet  of  heating 
surface  and  suitable  for  65  square  feet  of  grate  surface. 

Weight  of  boilers,  dry,  pounds      .......     145,860 

Weight  of  water  contained,  pounds        ......       33,492 


Total  weight  of  boilers  and  water,  pounds 179,352 

"All  steam-generating  tubes  are  2  inches  in  diameter,  No.  10  B.  W.  G.  in  thickness 
and  7  feet  3  inches  long,  the  connecting  tubes  being  4  inches  in  diameter  and  No.  6 
B.  W.  G.  in  thickness.  The  sides  of  the  boilers  are  formed  by  2-inch  tubes  inclined 
the  same  as  the  generating  tubes,  but  placed  one  above  the  other  and  expanded  into 
straight  manifolds  or  corner  boxes. 

"  Three  mechanical  underfed  stokers  are  fitted  to  each  boiler.  These  were 
installed  by  the  American  Stoker  Company. 

"  The  particular  coal  handled  on  these  trials  was  from  the  Essen  mine,  in 
western  Pennsylvania.  It  contained  a  large  percentage  of  refuse,  and  therefore 
afforded  an  excellent  opportunity  of  illustrating  any  superiority  in  stoking  which  a 
mechanical  device  would  give  over  hand  firing.  A  test  of  a  sample  of  the  coal  used 
gave,  by  a  Mahler  bomb  calorimeter,  1 1,790  B.  T.  U.  per  pound  of  dry  coal. 

*  The  name  of  this  vessel  has  since  been  changed  to  "  Mataafa." 

143 


"In  all,  eight  tests  of  the  main  engine  were  made.  No.  i,  No.  2,  and  No.  5  are 
similar,  and  representative  of  the  usual  power  developed  under  ordinary  steaming 
conditions  of  the  vessel.  Test  No.  3  was  made  with  almost  maximum  high-pressure 
cut-off ;  test  No.  4,  cutting  off  very  nearly  as  short  as  the  high-pressure  valve  gear 
would  permit. 

"■  Tests  No.  6  (a,  b,  c)  were  undertaken  with  the  sole  aim  of  ascertaining  the 
economy  of  the  main  engine  when  working  under  reduced  boiler  pressures,  no 
account  of  the  coal  used  being  recorded. 

"The  results  of  these  tests  are  not  strictly  comparable,  on  account  of  the  irregular 
operation  of  the  air  pump,  causing,  as  will  be  seen  from  an  inspection  of  the  tables, 
considerable  variation  in  the  vacuum  obtained  on  the  different  tests.  A  more 
satisfactory  comparison  would  have  been  possible  had  the  vacuum  carried  been  about 
the  same  at  all  times. 

"  Previous  to  beginning  the  above  tests  the  dead  plates  of  the  furnace  were 
thoroughly  cleaned  of  clinker.  The  same  operation  was  repeated  about  an  hour 
before  each  test  ended,  particular  attention  being  given  to  have  the  fires,  as  nearly  as 
could  be  judged  by  the  eye,  in  the  same  condition  at  both  the  beginning  and  the  end. 
Each  test  was  begun  and  finished  with  the  stoker  hoppers  entirely  filled ;  coal  fired 
during  the  interval  covered  by  the  test  was  accurately  weighed  on  a  platform  scales. 

"  During  the  tests  all  water  fed  to  the  boilers  was  delivered  by  the  air  pump 
through  a  4-inch  pipe  connection  from  the  overboard  discharge  of  the  (jet)  condenser, 
into  the  upper  of  two  tanks  in  the  engine  room,  which  latter  were  specially  installed 
for  the  tests.  The  upper  tank  was  mounted  upon  platform  scales,  and  water  flowing 
into  it  could  be  regulated  or  shut  off,  as  desired,  by  means  of  a  valve.  Each  tank  of 
water,  after  weighing,  was  dropped  by  gravity  to  the  lower  tank,  from  which  a  suction 
pipe  of  about  8  feet  in  length  led  to  the  feed  pump. 

"  All  tests  began  with  the  lower  or  feeding  tank  full,  and  ended  in  the  same  way, 

"  A  Barrus  throttling  calorimeter  attached  to  the  main  steam  pipe  near  the  high- 
pressure  cylinder  was  used  to  determine  the  quality  of  steam  supplied  by  the  boilers, 
and  readings  of  the  upper  and  lower  thermometers  were  recorded. 

"  The  moisture  in  the  steam,  as  figured,  after  making  due  allowance  for 
condensation  in  the  instrument,  is  so  infinitesimal  as  to  be  entirely  negligible  in  the 
final  results.  The  assumption  has  been  made,  therefore,  that  dry  steam  was  furnished 
during  all  the  tests. 

"  The  method  adopted  to  determine  the  amount  of  steam  used  by  the  auxiliary 
machinery  was  to  condense  the  exhaust  steam  therefrom  and  weigh  the  resultant 
water.  This  condensation  was  accomplished  by  means  of  a  cylindrical  exhaust  feed- 
water  heater,  of  the  surface  condenser  type,  containing  thirty-eight  2-inch  tubes  9  feet 
long.  The  feed  water  on  its  path  to  the  boilers  passed  through  these  tubes  and 
condensed  the  exhaust  steam  from  the  auxiliaries,  which  was  directed  into  the  shell, 
and  at  the  same  time  elevated  its  own  temperature  proportionately.  In  order  to 
reduce  the  temperature  of  the  drain  from  the  feed  heater,  it  was  led  to  a  coil  contained 
within  a  barrel.  A  stream  of  cooling  water  ran  into  the  barrel  and  overflowed  into  the 
bilge.     Mounted  upon  platform  scales,  was  another  barrel  which  received,  by  gravity, 

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146 


the  condensed  exhaust  steam  from  the  auxiliaries.  As  soon  as  the  weighing  barrel 
was  filled  the  inflow  was  momentarily  stopped,  the  weight  taken,  and  then  the  con- 
densed water  rapidly  discharged  into  the  bilge. 

"On  May  28,  three  special  tests  were  run,  with  the  view  of  fixing  the  steam 
consumption  of  the  fire-room  blower  and  air  pump,  and  incidentally  the  total  steam 
necessary  to  operate  the  several  auxiliary  pumps  and  the  steering  engine,  which  were  in 
use  during  all  the  tests.  The  power  developed  by  the  main  engine,  and  the  average 
weight  of  coal  burned  were  about  as  shown  in  test  No.  i. 

STEAM  CONSUMPTION  OF  AUXILIARY  MACHINERY 


Auxiliary 

Steam  Consumed  per  Hour  (Pounds) 

Air  pump    ........... 

721 

715 

828 

613 

Feed  pump 

487 

468 

595 

350 

Bilge  pump 

275 

275 

320 

240 

"Water-service  pump 

146 

154 

156 

150 

Auxiliary  pump 

330 

Starboard  dynamo 

480 

480 

Port  dynamo 

671 

Steering  engine 

125 

125 

125 

125 

Fire-room  blower 

622 

692 
2909 

725 

550 

Total  . 

3377 

3229 

2028 

"  To  determine  the  amount  of  steam  used  in  operating  the  stokers,  the  exhaust 
from  one  was  led  into  a  barrel  containing  a  previously  weighed  quantity  of  water,  and 
there  condensed.  Two  tests,  similarly  made,  gave  22.5  and  23.7  pounds,  respectively, 
or  an  average  of  23.1  pounds,  as  the  hourly  consumption.  For  all  stokers  the  steam 
used  per  hour  would,  therefore,  amount  to  138.6  pounds. 

"  The  cost  of  operating  all  stokers  and  the  blower  is  found  to  be  4.29  per  cent,  of 
the  total  steam  generated.  By  reason  of  the  blower  exhaust  passing  through  the  feed 
heater,  however,  the  actual  net  cost  of  the  stoker  installation  is  equivalent  only  to 
1.68  per  cent,  of  the  steam  made." 

Attention  of  the  reader  is  particularly  called  to  the  high  evaporation 
obtained  from  and  at  212"^  per  pound  of  coal,  the  average  result  of  five  tests 
being  8.86,  which  is  especially  good  when  it  is  remembered  that  the  coal 
burned  contained  only  11,790  B.  T.  U.  per  pound.  The  average  eflficiency  of 
the  boiler  is  therefore  72.6  per  cent.  Again,  the  coal  consumption  per 
indicated  horse-power  would  have  been  materially  reduced  had  it  been  possible 
to  maintain  a  better  vacuum,  the  highest  reading  recorded  being  only  24.35 
inches,  while  the  average  was  only  23.5  inches. 


147 


c   o 


S   < 


TESTS  OF  MACHINERY  OF   S.  S.  "ALEX.  McDOUGALL"* 

Under  direction  of  the  Bureau  and  by  the  courtesy  of  the  officials  of  the  Minne- 
sota Steamship  Co.,  two  tests  were  made  by  Lieuts.  B.  C.  Bryan  and  W.  W.  White, 
U.  S.  N.,  of  this  Bureau,  of  the  main  machinery  of  the  steamer  "  Alexander 
McDougall,"  at  present  the  largest  whaleback  in  service  on  the  Great  Lakes. 

The  main  engine  was  designed  for  a  maximum  horse-power  of  about  2500  and  is 
similar  in  arrangement  and  all  essential  features  to  the  engine  of  the  "  Pennsylvania." 

The  auxiliary  machinery,  however,  differs  from  that  of  the  "  Pennsylvania,"  in 
that  the  air,  water  service  (cooler),  and  bilge  pumps  are  attached  to  the  low-pressure 
cross-head  of  the  main  engine ;  the  feed  pump  (Deane),  is  independent,  duplex,  of  the 
horizontal  compound  tandem-plunger  type,  having  steam  cylinders  of  8  and  12  inches, 
respectively,  with  water  cylinders  of  5  inches,  and  a  common  stroke  of  10  inches. 
Much  of  the  other  auxiliary  machinery  is  practically  the  same  on  both  ships. 


Data  of  Main  Engine 


Diameter  of  cylinders,  inches  (all  rods  5X-ir>ch  diameter) 
Stroke,  inches    ......... 

Xet  piston  areas,  square  inches 

Ratios  of  net  piston  areas  ...... 

Clearances,  per  cent.  . 


High- 

First  Inter- 

Second In- 

mediate- 

termediate- 

pressure 

pressure 

19 

28;^ 

43 

40 

40 

40 

272.7 

627.12 

1441.38 

I  :  12.51 

I  :  5.42 

I  :  2.36 

15 

II 

10 

Low- 
pressure 


66 

40 

3410.38 

I 

9 


Steam  is  supplied  by  two  boilers  of  the  Babcock  &  Wilcox  marine  water-tubular 
type,  built  for  a  pressure  of  250  pounds,  containing  7000  square  feet  of  heating  and 
128.8  square  feet  of  grate  surface.  Two  small  one-cylinder  (5  by  5)  blowers,  one  for 
each  boiler,  with  an  inlet  through  heaters  in  the  up-take  and  delivering  at  the  back  of 
the  ash  pits,  supply  the  necessary  air  under  forced  draft  for  combustion  of  the  fuel, 
which  latter  is  hand- fired. 

Two  tests  were  made  on  the  down  trip,  one  on  Lake  Superior  and  the  other  on  Lake 
Huron.  The  vessel  was  loaded  with  a  cargo  of  6407  tons  (2240  pounds  each)  of  iron  ore, 
and  had  in  tow  the  barge  "  Constitution,"  laden  with  5164  tons  of  the  same  material. 

The  method  of  weighing  the  total  water  fed  to  the  boilers,  and  ascertaining  the 
steam  used  by  the  auxiliaries  was,  substantially,  the  same  as  in  the  tests  of  the  ma- 
chinery of  the  "  Pennsylvania."     A  summary  of  results  obtained  appears  on  page  151. 

At  the  beginning  of  the  test  on  July  2  i,  the  following  auxiliary  machinery  was  in 
operation  :  Feed  pump,  steam-steering  engine  and  both  fire-room  blowers.  By  reason 
of  the  feed-water  heater  being  entirely  too  small,  excessive  back  pressure  resulted,  and 
the  fire-room  blowers  were  stopped  (in  use  one  and  one-fifth  hours)  after  it  became 
evident  that  steam  could  be  readily  and  easily  maintained  at  the  usual  pressure  with- 
out their  aid.  The  average  hourly  weight  of  condensed  exhaust  steam  collected 
during  five  hours  of  the  test,  with  the  feed  pump  and  steering  engine  only  in  use, 
amounted  to  1685.4  pounds.  For  the  purpose  of  fixing  the  steam  economy  of  the 
feed  pump  during  the  last  two  and  one-fourth  hours  of  the  test,  the  steam  steering 
engine  was  thrown  out  and  the  ship  steered  by  hand.  Under  the  latter  conditions,  an 
average  of  1 174.7  pounds  of  condensed  exhaust  steam  per  hour  resulted. 

During  the  entire  test  on  July  23  the  only  auxiliary  machinery  in  operation  was 
the  feed  pump  and  fire-room  blowers. 

*  Extract  from  the  annual  report  for  i8gg  of  Admiral  Geo.  W.  Melville,  Ex-Engineer-in-chief,  U.  S.  N. 


149 


SUMMARY    OF    TRIALS— S.    8.    "ALEX.    McDOUGALL" 


Date  of  trial,  1899 


Duration  of  trial,  hours 

Speed  of  vessel,  miles 

Draft  of  vessel  during  trial,  forward,  feet 

Draft  of  vessel  during  trial,  aft,  feet 

Revolutions  of  engines 

Piston  speed,  feet  per  minute 

f  Boiler 

I  At  engine    . 
Pressures  per  gauge     .     -i  First  receiver 

Second  receiver 

[  Third  receiver 
Vacuum  in  condenser,  inches  of  mercury 
Opening  of  throttle         .... 

C  High-pressure 
Steam  cut-off  in  fractions  J  First  intermediate-pressure 
of  stroke     . 


Mean  pressure 
ders    . 


cylin- 


Indicated  horse-power 


I  Second  intermediate-pressure 
[  Low-pressure 

Nominal  ratio  of  expansion 
'High-pressure 

First  intermediate-pressure 

Second  intermediate-pressure 

Low-pressure 

Equivalent  reduced  to  low-pressure 
f  High-pressure 
I  First  intermediate-pressure 
■^  Second  intermediate-pressure 

Low-pressure 
[Total 


Per  cent,    of    total   indi-  C  High-pressure 

cated  horse-power   de- J  First  intermediate-pressure 

veloped  in  each  cylin- |  Second  intermediate-pressure 

der      .         .         .         .    [  Low-pressure 

C  Injection      .... 
Temperature,  in  degrees!  Hot-well      .... 

Fahrenheit  .         .     j  Feed  water  after  passing  heater 

[  Escaping  gases  at  base  of  smoke  pipe 
Double  strokes  of  feed  pump 
Revolutions      of      the      \  Port     . 

blowers  .    /  Starboard    . 

Air  pressure,  boiler  ash  pits,  inches  of  w^ater 

Kind  of  coal 

Total  amount  of  coal  consumed,  pounds 

Moisture  in  coal,  per  cent.     . 

Dry  coal  consumed,  pounds  . 

Total  refuse  in  coal,  pounds   . 

Total  combustible  consumed,  pounds     . 

Quality  of  steam    ..... 

Weighed  water  pumped  to  boilers,  pounds 

Water  evaporated  per  pound  of  dry  coal,  boiler  conditions,  pounds 

Water  evaporated  per  pound  of  combustible,  boiler  conditions,  pounds 

Equivalent  evaporation,  per  pound  of  dry  coal  from  and  at  212°   . 

Equivalent  evaporation,  per  pound  of  combustible,  from  and  at  212 

Dry  coal  burned  per  hour  per  square  foot  of  grate  surface,  pounds 

Total  steam  used  by  main  engine,  pounds     ..... 

Total  steam  used  by  auxiliary  machinery,  as  weighed,  pounds 

Steam  used  by  main  engine  per  hour,  per  indicated  horse-power  developed 

pounds        ........... 

Total    steam  used   (all   machinery  in  use)   per  hour,  per  indicated  horse 

power  developed  by  main  engine        ...... 

Dry   coal   used  per   hour   per  indicated   horse-power   to   generate 

necessary  to  run  main  engine  only,  pounds         .... 
Dry  coal  used  per  hour  per  indicated    horse-power,  developed   by 

engine  to  generate  steam  required  to  operate  all  machinery  in  use 


steam 


18.00 


75-4 
502.7 
247.8 

245 
96.8 

331 

2.09 
22.35 
Wide 

•53 
.56 

•63 

•66 

20.04 

93-4 
36.1 

iS-5 
6.85 

27-57 
388.15 
345^29 
342.85 

357 

1 433^29 
27.08 
24.09 
23.92 
24.91 
46 
117 
170.6 
543^6 
26.1 
* 
* 
t 
t 
27200 

5 
25840 
2967 
22873 
Dry 
223996 
8.67 
9-79 
9-58 
10.82 
20.06 
207764 
1623: 

14.50 

15-63 
1.67 
1.80 


July  23 


6 

9-75 
1783 
18.00 
81.7 
544-7 
244 
240.7 
107.5 
35-2 
3-2 
22.4 
Wide 
.685 
.625 
•655 
.725 
16.39 
1 00.90 

4456 

18.88 

8.3 1 

32.60 

456.94 

459  55 
452-52 
466.94 

•  835^95 
24.89 

25-03 
24.65 

25-43 
64 

"5 

157.8 
526 
29.7 
391 
383 
.25 

t 
19500 

5 
18525 
1710 
1 681 5 
Dry 
165980 
8.96 
9.87 
10.02 
ir.03 

23-97 
157346 
8634 

14.28 

15.07 

1.59 

1.68 


•  Not  in  operation,     t  Natural  draft,     t  Run  of  mine,  Pittsburg  bituminous. 

151 


< 

I— I  t; 

-  o 

c/5  ?, 


TESTS   OF  A    BABCOCK  &  WILCOX  BOILER  BUILT  FOR 
THE  U.  S.  S.  "  CINCINNATI"  =^ 

In  the  annual  report  of  the  Chief  of  the  Bureau  of  Steam  Engineering  there  is 
published  a  report  of  tests  made  on  one  of  eight  new  boilers  built  by  The  Babcock  & 
Wilcox  Company  for  the  "  Cincinnati,"  by  a  board  composed  of  Lieutenant-Commander 
A.  B.  Willits  and  Lieutenant  B.  C.  Bryan,  U.  S.  N.  These  tests  were  made  June  15 
to  22,  1900,  at  the  works  of  the  builders,  Elizabethport,  N.  J.,  and  the  following 
synopsis  includes  all  but  the  detailed  tabulations  from  which  the  important  data  given 
was  deduced." 

DESCRIPTION  OF  BOILER  AND  APPURTENANCES 

The  boiler  is  of  the  Babcock  &  Wilcox  new  marine  type,  composed  entirely  of 
wrought  steel,  the  point  of  difference  between  it  and  the  older  type  of  this  make 
of  boiler  being  in  the  arrangement  of  baffle  plates  (as  shown  in  the  sectional  view 
on  the  following  page)  which  compel  the  products  of  combustion  to  pass  three  times 
across  the  tubes  before  entering  the  up-take.  The  small  tubes  are  2  inches  outside 
diameter,  while  the  bottom  tube  in  each  section  or  element,  is  4  inches  outside 
diameter.     The  total  heating  surface  is  2640  square  feet. 

The  grate  is  an  undivided  area  of  63.25  square  feet,  and  is  fired  through  four 
properly  spaced  doors. 

BOILER  DATA 

Kind  of  boiler,  Babcock  &  Wilcox — "  Alert  "  type.  Diameter  of  top  drum,  42 
inches,  inside.  Length  of  top  drum,  12  feet.  Tubes:  total  number,  565  ;  length,  8 
feet  (525,  2  inches  outside  diameter,  and  40,  4  inches  outside  diameter).  Grate 
surface  :  length,  6  feet  Sj^  inches  ;  width,  9  feet  5}^  inches  ;  area,  63.25.  Grate  surface 
reduced  in  tests  Nos.  5  and  6,  to  5  feet  6  inches;  52  square  feet  area.  Heating 
surface:  area,  2640  square  feet;  ratio  to  grate,  41.74:1.  Per  cent,  water-heating 
surface,  100.  Grate  bars:  kind,  fixed.  Smoke  pipe:  area,  7.876  feet;  height,  48  feet 
above  grate;  ratio  to  grate,  1:8.03.  Weight  of  boiler  and  all  fittings  except  up-takes 
and  smoke  pipe : 


Without  water,  jjounds        ...... 

Water,  5  inches  in  glass  ;  steam  at  215  pounds,  pounds 


Total  with  water,  pounds 
Total  weight  per  square  foot  of  grate  surface,  pounds 
Total  weight  per  square  foot  of  heating  surface,  pounds 


53304 
9498 


62802 


992.9 
2379 


Blower:  kind,  60-inch  Sturtevant,  driven  by  belt  from  shop  engines.  Area  of 
blower  inlet,  9.62  square  feet;  outlet,  6.89  square  feet.  Feed  water:  kind,  feed  water 
heated  by  steam  jet.  Air  heater:  kind,  two-pass;  3-inch  tubes.  Area  of  surface,  495 
square  feet.  Feed  pumps:  kind,  Worthington  duplex;  dimensions  of  cylinders,  7^ 
by  4;  6-inch  stroke.     Other  boiler  appurtenances:  steam  jet. 

The  boiler  was  erected  in  a  wooden  structure  built  especially  for  the  test  and 
having  the  following  dimensions  :     Length,  29  feet  2  inches  ;  width,  17  feet  2^  inches ;  ' 

•Extracts  from  the  "  Journal  of  the  American  Society  of  Naval  Engineers,"  Volume  XII. 


height,  2 1  feet.  This  was  made  as  nearly  air-tight  as  possible,  but  contained  several 
windows  that  could  be  opened  or  closed  to  regulate  the  amount  of  draft  pressure. 
The  blower  was  driven  by  belting  from  the  main  shop  engines  and  ran  continually. 
An  air  heater  was  built  in  the  up-take  by  means  of  which  the  waste  gases  imparted 
heat  to  the  air  on  its  passage  to  the  ash  pit.  This  heater  could  be  placed  in  and  out 
of  service  at  will  by  the  use  of  a  by-pass  flue. 


"Cincinnati's"  Builer — B.  &  W.  "Alert"  Type.     Section    Showing  Path  of  Gases 

DESCRIPTION  AND    OBJECT  OF  TESTS 

Seven  tests  were  made  in  all.  Six  of  these  consisted  of  three  pairs,  in  which  the 
tests  of  each  pair  were  made  under  similar  conditions  in  every  way  except  that  of 
using  the  air  heater,  one  being  with  and  the  other  being  without  this  heater,  in  order 
to  define  the  economy  due  to  its  use.  The  last  or  seventh  test  was  for  maximum 
capacity,  and  was  made  without  the  air  heater  and  with  the  full  grate.  Two  pairs  of 
tests,  one  at  a  consumption  of  about  20  pounds  of  coal  and  the  other  at  about  35  pounds 
of  coal  per  square  foot  of  grate  per  hour,  were  made  with  the  full  grate  surface  in  use. 
These  tests  will  be  found  in  tables  of  results  numbered  i,  2-H,  3-H,  4,  the  letter  H 
signifying  that  the  air  heater  was  in  use  during  the  tests.  The  grate  surface  was 
then  reduced  to  52   square  feet,  by  a  course  and  a  half  of  bricks,  seven  courses  in 


154 


height,  at  the  back  of  the  furnace,  and  tests  Nos.  5  and  6-H  were  made,  burning  about 
50  pounds  of  coal  per  square  foot  of  grate  per  hour.  Tlie  bricks  were  then  removed 
from  the  furnace  and  test  No.  7  was  made,  burning  nearly  60  pounds  of  coal  per 
square  foot  of  grate  per  hour.  The  data  and  results  of  these  tests  will  be  found  in 
the  table  on  pages  158  and  159. 

COAL  AND  FIRING 

The  fuel  used  was  Pocahontas,  Flat  Top,  coal.  It  contained  considerable 
slate  and  clinkered  badly.  On  tests  Nos.  i  and  2-H  run-of-mine  coal  was  used ; 
on  tests  Nos.  3-H,  4,  5  and  6-H  the  coal  was  screened,  using  a  screen  with  a 
i-inch  mesh.  On  test  No.  7  the  screenings  from  the  former  tests  were  run  over 
a  ^-inch  mesh  screen,  and  the  coal  thus  screened  was  mixed  with  the  screened 
coal  used  in  other  tests.  The  firing  was  good  and  very  regular.  Two  alternate  doors 
were  fired  in  rapid  succession.  The  other  two  sections  of  fires,  in  wake  of  the  other 
two  doors,  were  sliced  through  the  slicing  door,  and  then  leveled  with  a  hoe,  and 
then  coaled,  the  average  time  between  coalings  of  the  same  two  furnaces  being  from 
eight  to  ten  minutes.  The  furnace  doors  were  open  about  twenty-five  seconds  when 
coaling  and  about  ten  seconds  in  leveling.  The  coal  made  comparatively  little  smoke 
except  when  firing  or  working  fires.  The  data  in  regard  to  smoke  was  taken  by  using 
Ringelmann  charts. 

DESCRIPTION  OF  APPARATUS 

The  water  was  weighed  in  two  tanks,  each  supported  on  a  platform  scales  and 
run  into  a  third  tank  below,  from  which  the  feed  pumps  drew  water.  All  pipes  were 
above  ground  and  in  plain  sight,  and  wherever  connected  to  other  piping  or  boilers 
plugs  were  left  out  of  T  connections  to  show  that  there  was  no  leakage.  The  gross 
and  tare  weights  of  each  tank  were  taken,  and  the  temperature  was  taken  at  the  lower 
tank  just  as  each  upper  tank  drained  into  it.  The  feed  water  was  heated  by  steam 
injection  before  entering  the  weighing  tanks. 

The  coal  was  weighed  in  barrows  on  platform  scales  in  the  fire  room  and  dumped 
on  the  floor.     The  time  was  taken  when  each  lot  of  barrows  were  fired. 

A  sample  shovelful  of  coal  was  taken  from  each  lot  of  barrows  and  thrown  into 
a  barrel,  and  from  this,  mixed  and  quartered,  the  final  samples  for  analyses,  calorim- 
eter and  moisture  determinations  were  taken.  The  gases  for  analyses  were  drawn 
from  near  the  center  of  the  base  of  smoke  pipe  by  means  of  a  pipe  inserted  therein 
connected  with  an  inspirator  and  a  small  Orsat  instrument. 

All  draft  pressures  were  taken  outside  the  building,  pipes  being  led  there  from 
the  different  places  where  pressure  determinations  were  required. 

Temperatures  were  taken  at  the  back  and  front  of  the  up-take  just  above  the 
heater ;  in  front  by  a  mercurial  pyrometer,  and  at  the  back  by  a  metallic  pyrometer. 
When  the  air  heater  was  used  the  temperature  was  taken  in  addition  just  below  the 
heater  by  means  of  a  mercurial  pyrometer. 

The  moisture  in  the  steam  was  determined  by  a  Barrus  universal  calorimeter. 
The  steam  was  found  practically  dry  in  all  cases.  The  steam  was  partly  used  in  the 
shop  and  partly  blown  off  into  the  atmosphere,  the  pressure  being  controlled  by 
regulating  a  small  stop  valve  by  hand. 

15s 


BARTLETT  4  CO.,  N.Y. 


June   19,   1900. — Without   air   heater,    full  grate. 
Coal  per  square  foot  of  grate  per  hour,  35.08  pounds. 
Water  per  square  foot  of  heating  surface,  from 
and  at  212°,  8.75  pounds. 


June  20,  igco. — Without  air  heater,  reduced  grate. 
Coal  per  square  foot  of  grate  per  hour,  30.38  pounds. 
Water   per  square  foot  of  heating  surface,  from 
and  at  212°,  io.o7  pounds. 


Al. — Aluminum  melts  at    .         .         .         .         .  ii6o^  F. 

Sb. — Antimony  melts  at 840°  F. 

Zn. — Zinc  melts  at 780°  F. 

Pb. — Lead  melts  at 625°  F. 


June  22,    1900. — -Without   air   heater,    full  grate. 
Coal  per  square  foot  of  grate  per  hour,  59.2  pounds. 
Water  per  square   foot  of  heating  surface,  from 
and  at  212°,  13.67  pounds. 


June  25,    1900. — Without   air   heater,   full  grate. 
Coal  per  square  foot  of  grate  per  hour,  20.18  pounds. 
Water  per  square  foot  of  heating  surface,  from 
and  at  212°,  5.42  pounds. 


TEMPERATURE  OF  GASES  PASSING  THROUGH  BOILER  AS  SHOWN  BY  MELTING 
POINT   OF    METALS— TESTS    OF   "CINCINNATI"   BOILER 


156 


Experiments  to  show  the  heat  of  the  gases  at  various  points  were  made  by  noting 
the  points  at  which  different  metals  melted.  A  small  piece  of  metal  was  wired  to  a 
piece  of  5^ -inch  pipe,  and  pushed  in  carefully  through  the  dust  doors  at  the  side  of 
casing  to  about  the  middle  of  the  boiler ;  by  noting  where  such  metal  would  melt,  and 
again  introducing  a  piece  of  the  same  metal  at  another  hole  further  along  in  the  path 
of  the  gases  until  a  position  was  reached  when  the  metal  would  not  melt,  and  by  the 
use  of  various  metals  with  known  melting  points,  the  temperature  of  the  gases  was 
determined  and  is  plotted  on  the  diagrams  on  the  opposite  page. 

Before  making  test  No.  6-H,  on  June  2  ist,  all  water  was  drained  from  the  boiler  and 
the  contents  of  boiler  noted  for  each  i-inch  mark  of  the  water  gauge  glass,  with  the 
following  results : 

WEIGHT  OF  WATER  CONTAINED  IN  BOILER 
Temperature  of  Water,  72  Degrees  Fahrenheit 


Height  of  Water 

in  Gauge 

Inches 

Total  Water 
Pounds 

Difference 

Height  of  Water 

in  Gauge 

Inches 

Total  Water 
Pounds 

Difference 

0 
I 
2 

3 
4 

9312 
9498 
9662 

99' 2 
10137 

186 
164 
250 
225 

1 

7 
8 

10368 
10672 
10943 
II175 

231 

304 
271 
232 

Fires  were  started  in  the  boilers  with  light  wood,  and  blower  in  use,  at  9:40  A.  M. 
Temperature  of  water  in  boiler,  72  degrees;    height  in  gauge  glass,  i  inch. 

The  following  is  a  record  of  the  time  required  to  raise  steam  to  215  pounds  pres- 
sure from  cold  water : 


RECORD    OF  RAISING   STEAM 


Time 

Time 

Steam  Pressure 
Pounds 

Steam  Pressure 

Pounds 

By  Watch 

Elapsed 

By  Watch 

Elapsed 

9:40 

Fires  started 

9:51 

1 1  mins.    0  sees. 

125 

9:45 

5  mins.    0  sees. 

Steam  formed 

9:51:10 

1 1  mins.  10  sees. 

135 

9:46:30 

6  mins.  30  sees. 

25 

9:51:15 

1 1  mms.  I  5  sees. 

145 

9:47:30 

7  mins.  30  sees. 

35 

9:51:30 

II  mins.  30  sees. 

155 

9:48 

8  mins.    0  sees. 

45 

9:51:40 

II  mins.  40  sees. 

165 

9:48:30 

8  mins.  30  sees. 

|5 

9:51:5s 

1 1  mins.  55  sees. 

175 

9:49 

9  mins.    0  sees. 

65 

9:52:10 

12  mins.  10  sees. 

185 

9:49:30 

9  mins.  30  sees. 

75 

9:52:20 

1 2  mins.  20  sees. 

195 

9:50 

10  mins.    0  sees. 

85 

9:52:30 

1 2  mins.  30  sees. 

205 

9:50:30 

10  mins.  30  sees. 

95 

9:52:40 

12  mins.  40  sees. 

215 

9:50:45 

10  mins.  45  sees. 

"5 

An  examination  of  the  boiler  after  this  test  showed  no  injury  or  change  in  its 
condition  in  any  respect. 

In  addition  to  the  tests  made  for  the  Navy  Department,  three  tests  were  made  for 
The  Babcock  &  Wilcox  Company  by  E.  H,  Peabody,  Mem.  Am.  Soc.  M.  E.  The 
data  and  results  of  these  tests  are  included  with  the  others  in  the  following  table : 


157 


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ANALYSES  OF  WASTE  GASES  MADE  DURING  TESTS  OF  U.  S.  S.  "  CINCIN- 
NATI"  BOILER,  ELIZABETHPORT,  N.  J.,  JUNE,  1900 


Date 

Time 

Condition  of  Fire  when  Sample  was  Taken 

CO  2 

0 

CO 

Pounds 
Dry  Gas 

per 
Pound 
Carbon 

1900     f 
June  15- 

4^S8 
5-'5 
5-30 
5-55 
6.16 
6.27 
7.05 

"•45 

12.50 

1.50 

3^50 

11.25 
12.40 
12.50 
12.58 
1.03 

10.10 
10.25 

10.28 
io^35 
11.00 
2.20 
2.40 

10.25 
11 .00 
11.04 
II. 13 
12.25 
12.36 

11.00 
II. 03 
".13 
11.50 

"•55 
"•59 

II. 21 

"•4S 
12.38 
2.26 
2.30 
243 

10. 16 
10.21 
II. 10 
II. 13 
11.47 

Just  before  firing 

One  minute  after  firing 

Just  after  raking 

Two  minutes  after  firing            

Three  minutes  after  raking  and  just  before  firing     .... 

Average 

Just  after  firing 

Just  after  slicing        .        • 

Just  after  slicing 

Average 

One-half  minute  after  firing 

While  slicing •        .        .        .        . 

Just  after  slicing 

Just  before  slicing 

One  minute  after  firing 

While  slicing 

While   slicing  (all  samples  except   ii    o'clock  collected   through 

H-inch  iron  pipe) 

Just  after  raking 

One  minute  before  firing 

While  slicing  (sample  collected  through  glass  tube) 

Just  after  raking 

Just  after  firing 

Average 

While  slicing 

While  slicing 

Just  after  firing 

Two  minutes  before  raking . 

Just  after  raking 

Just  after  raking 

Just  after  raking 

One  minute  before  raking 

Just  after  firing 

Just  after  raking 

One  minute  before  raking 

Just  before  raking 

Average      ........... 

Two  minutes  before  firing 

Two  minutes  before  firing 

Just  before  leveling  and  firing          .        .                 .... 

Just  after  firing 

Just  after  firing . 

Two  minutes  before  firing 

Average 

Just  before  firing 

One  minute  before  firing 

Just  after  leveling [ 

Just  after  firing 

Just  after  firing 

Average 

15.2 

»4^3 
i      130 
12. s 
«4-3 
12.7 
16.0 

33 
30 

6.7 

3-7 
6.6 
2.0 

I.O 

2.0 
0.0 

0.8 

I.O 

0.7 

2.0 

y  16.8 

June  i6-< 

14.0 

13-4 
12.0 
12.0 

I3^2 

4-S 

6.4 
5^o 
6.6 
4.8 

I.I 

0.0 

I.O 

0.2 

0.7 

J 
-  19. 1 

June   iS-i 

12^7 

12.3 
14.2 

•25 

I3-0 
'35 

$•7 

3-4 
4.0 
4^3 
4.0 
54 

0.5 
2.7 

O.I 
1.2 

34 
0.2 

.   i7^3 

June  19- 

i3-« 

15.0 

13^8 
14.4 
13.2 
13.0 
10.2 
10.2 

4^2 

32 

5-2 
3-1 
5.6 
5-6 
8.3 
9.0 

15 

1.2 

0.6 
0.9 
0.4 
0.6 
0.5 
0.3 

1 
-   18.8 

June  20- 

12.8 

i3^S 
II. 2 
10.4 
9.2 
12. 1 
14.2 

$•7 

5^7 
8.4 
8.1 
9.9 
5-4 
4.0 

0.6 

0.0 
0.3 
o^5 
0.0 
0.7 
0.8 

I  20.6 

f 

June  2I-' 

II. 8 

iS-7 
13.0 
JS^4 
i3^6 
13^0 
16.0 

6.9 

4.6 
6.0 
3-0 
5-6 
53 
4.2 

0.4 

0. 1 
0.0 
0.6 
0. 1 
0.4 
0.0 

'  17-7 

June  23-| 

^•5 

14^3 
II. 0 

I'i'.'s 

i3^3 
14.2 

4^8 

4.2 
9.0 

7-9 
4.2 
3.8 

0.2 

1. 1 
0.0 

0.4 

I.O 

1.0 

-  18.6 

June  25-^ 

12.9 

I5^3 
13.0 
>3^7 
14.0 
9.0 

5^8 

4^1 
6.0 
6.6 
52 
11.2 

0.7 

I.O 
I.O 

03 
0.8 

0-3 

-   18.S 

130 

6.6 

o^7      , 

161 


TESTS    OF    A    BABCOCK    &    WILCOX    MARINE    BOILER, 

BUILT    FOR    A    SEA-GOING    DREDGER    FOR    THE 

INDIAN    GOVERNMENT 

(The  tests  were  made  at  the  Babcock  &  Wilcox  Works,  Renfrew,  Scotland) 


Date,  1899 


December  28  December  29  December  30 


Duration  of  test,  hours 
Heating  surface,  square  feet 
Grate  surface,  square  feet 


Kind  of  fuel  used 


Kind  of  draft 

Amount  of  draft  at  root  of  funnel,  inch      .... 

Average  gauge  pressure,  pounds  per  square  inch 

Average  temperature  of  feed  water,  degrees  Fahrenheit    . 

Mean  temperature  of  gases  in  funnel,  degrees  Fahrenheit 

Total  coaJ  fired,  pounds 

Total  refuse,  pounds 

Percentage  of  refuse  ....... 

Coal  fired  per  hour,  pounds 

Refuse  per  hour,  pounds   ....... 

Combustible  per  hour,  pounds  ..... 

Coal  consumed  per  square  foot  grate  per  hour,  pounds 

Water  evaporated  per  hour  under  actual  observed  con- 
ditions, feed  water  40  degrees  Fahrenheit,  pressure 
180  pounds,  pounds        ....... 

Equivalent  weight  of  water  evaporated  per  hour  with 
feed  at  no  degrees  Fahrenheit,  pounds 

Water  evaporated  per  pound  coal  per  hour,  actual  ob- 
served conditions,  feed  water  40  degrees  Fahrenheit, 
pressure  180  pounds,  pounds  ..... 

Water  evaporated  per  pound  coal  per  hour,  from  and  at 
212  degrees  Fahrenheit,  pounds     ..... 

Water  evaporated  per  pound  of  combustible  per  hour, 
actual  observed  conditions,  pounds         .... 

Water  evaporated  per  pound  of  combustible  per  hour, 
actual  observed  conditions,  from  and  at  212  degrees 
Fahrenheit,  pounds         ....... 

Water  evaporated  per  square  foot  heating  surface,  assum- 
ing feed  at  1 10  degrees  Fahrenheit,  pounds  . 

Water  evaporated  per  square  foot  of  grate  area,  assum- 
ing feed  at  1 10  degrees  Fahrenheit,  pounds  . 

Theoretical  total  heat  value  of  fuel  by  Thompson's 
calorimeter,  British  thermal  units 

Efiiciency  of  boiler,  per  cent       ...... 


8 

8 

8 

2835 

2835 

2835 

77 

77 

77 

S    Hetton 
(Newcastle) 

Natural 

Waynes, 
Merthyr 
(Welsh) 
Natural 

Black  Ban 

(Scotch) 

Natural 

•35 
180 

0  -45 
180 

•4 
180 

45 

635 

15600 

800 

40 

643 

15600 

1680 

40 

620 

15600 

2496 

5-1 

10.7 

16 

1950 

1950 

'95° 

100 

210 

312 

1850 

1740 

1638 

25.32 

25-32 

25-32 

16112 

17700 

15625 

18013 

19877 

17546 

8.26 

9.08 

8.01 

lO.II 

II. 15 

9-85 

8.7 

10.17 

9-54 

10.65 

12.5 

11-73 

6.3 

7 

6.19 

234 

258 

227 

13460 

13660 

12870 

72.6 

78.9 

74 

Note. — The  evaporation  obtained  showed  the  boiler  to  be  of  a  capacity  suitable  for  a  1200  indicated  horse-power  triple- 
expansion  engine  of  economical  construction,  using  14  to  15  pounds  of  steam  per  indicated  horse-power  per  hour. 

COAL  CONSUMPTION  TESTS  OF  S.  S.  "  JOHN  W.  GATES  "* 

Between  October  10  and  15,  1900,  tests  were  made  on  the  lake  steamer  "John 
W.  Gates,"  owned  by  the  American  Steamship  Co.,  by  Lieutenant-Commander 
J.  H.  Perry  and  Lieutenant  B.  C.  Bryan,  U.  S.  N. 

Four  tests  in  all  were  made,  of  ten,  four,  eight  and  six  hours'  duration,  respec- 
tively. During  the  tests  indicator  cards  were  taken  from  the  main  engines,  and  the 
usual  observations  of  pressures  and  temperatures  recorded.  The  coal  was  carefully 
weighed  and  logged  on  each  test. 

*  Extracts  from  "  Journal  of  the  American  Society  of  Naval  Engineers,"  Vol.  XII. 


163 


Tests  Nos.  I  and  2  were  made  with  the  vessel  light,  on  the  up  trip,  in  Lakes 
Huron  and  Superior,  respectively.  Test  No.  i  was  made  under  the  usual  running 
speed  of  the  vessel  when  light,  and  amounted  to  merely  weighing  coal  and  taking 
observations  for  ten  hours  out  of  the  run.  Test  No.  2  was  made  using  a  steam  jet  in 
the  smoke  pipe  to  increase  the  draft. 

Tests  Nos.  3  and  4  were  made  on  the  down  trip,  after  having  loaded  at  Two 
Harbors,  Minn.,  with  about  7000  tons  of  ore,  the  vessel  drawing  about  17  feet  10 
inches  of  water.  Test  No.  3  was  made  at  the  usual  running  speed,  and  Test  No.  4 
with  draft  increased  by  steam  jet  in  smoke  pipe. 

The  machinery  of  this  ship  was  built  under  the  supervision  of  the  able  Chief 
Engineer  of  the  American  Steamship  Co.,  Mr.  Joseph  F.  Hayes,  and  the  great 
economy  obtained  is  largely  due  to  his  care  in  the  design  and  arrangement  of  the 
plant.  The  ratio  of  the  high  to  low-pressure  cylinder  area  is  i  to  13.22.  Joy  valve  gear 
is  used  on  the  high  and  intermediate-pressure  cylinders,  giving  in  the  high-pressure 
cylinder  an  admission  of  steam  almost  perfect,  as  is  shown  by  the  indicator  cards 
therefrom.  The  cylinder  ports  are  made  large,  while  the  clearance  is  reduced  as 
much  as  possible.  A  feed  heater  is  provided,  into  which  all  the  auxiliaries  necessary 
for  heating  the  feed  water  are  exhausted.  The  dynamo  when  running  exhausts  into 
the  third  receiver  of  the  main  engine,  and  all  precautions  have  been  taken  to  make 
these  engines  economical,  and  with  great  success,  as  is  shown  by  the  results. 

The  type  of  Babcock  &  Wilcox  boiler  adopted,  known  as  the  "Alert"  type,  is  one 
that  the  recent  tests  made  by  Government  officials  show  to  be  exceedingly  economical 
under  various  conditions.  It  is  provided  with  baffle  plates  directing  the  products  of  com- 
bustion three  times  across  the  tubes  before  leaving  the  boiler.  Each  of  the  two  boilers 
installed  is  10  feet  long,  11  feet  8  inches  wide,  and  13  feet  10  inches  high,  containing 
3000  square  feet  of  heating  surface  and  suitable  for  65  to  70  square  feet  of  ordinary 
grate  surface  for  hand  firing.     The  total  grate  surface  of  all  stokers  is  108  square  feet. 

The  weight  of  the  two  boilers  dry  is  io9,26opounds,  and  with  water,  132,590  pounds. 

The  bottom  and  top  rows  of  tubes  are  4  inches  in  diameter  and  all  others  are  2 
inches  in  diameter.  All  tubes  are  of  seamless  cold-drawn  steel,  the  4-inch  tubes 
being  No.  6  B.  W.  G.,  and  the  2-inch  tubes  No.  10  B.  W.  G.  in  thickness.  The  lengths 
between  headers  is  9  feet. 

The  main  propelling  engine  is  of  the  vertical,  direct-acting,  inverted,  jet-condens- 
ing, quadruple-expansion  type. 


Number  of  cylinders 

f  High-pressure 
Diameter  of  cylinders,  J    First  intermediate-pressure 
in  inches  j    Second  intermediate-pressure 

[  Low-pressure  .         .         .         . 

Stroke,  inches  ........ 

Diameter  of  piston  rods,  inches 


4 

25 

60 
40 

4H 


Order  of  cylinders  from  forward  :  (i)  high  pressure,  (2)  first  intermediate  pressure, 
(3)  second  intermediate  pressure,  (4)  low  pressure.  Sequence  of  cranks :  high 
pressure,  low  pressure,  first  intermediate,  second  intermediate. 

The  high  pressure  and  first  intermediate  pressure  are  at  1 80  degrees,  as  are  the  second 
intermediate  pressure  and  low  pressure,  the  former  being  at  90  degrees  with  the  latter. 

There  is  one  four-bladed  propeller,  14  feet  in  diameter  with  15  feet  6  inches  pitch. 

Two  mechanical  stokers  of  the  Crowe  pattern  were  fitted  to  each  boiler.  This 
stoker  consists,  essentially,  of  a  set  of  bars  carried  from  front  to  back  of  the  furnace, 
over  a  number  of  fair  leaders,  by  two  chains,  one  on  each  side  of  the  furnace.  At  the 
back  of  the  furnace  the  chains  and  bars  pass  over  a  drum  and  thence  back  over  fair 
leaders  to  the  front  of  the  furnace  again. 

164 


During  the  entire  trip  the  stokers  worked  satisfactorily.  During  most  of  the  time 
little  or  no  smoke  was  emitted  from  the  pipe  except  while  the  fires  were  being  worked 
from  the  back,  or  when  an  additional  amount  of  coal  worked  in  under  the  plate  in 
the  front  of  the  furnace.  The  air  pump  worked  regularly  and  quietly,  but  for  some 
reason,  probably  due  to  the  large  clearance  required  in  the  cylinders  of  this  type  of 
pump,  the  vacuum  carried  was  not  much  in  excess  of  23)^  inches. 

Lead  did  not  melt  during  any  of  the  tests  when  suspended  in  the  up-takes  just 
over  the  top  row  of  4-inch  tubes  or  practically  where  the  gases  leave  the  boiler  proper. 

Lead  suspended  in  the  boiler  where  the  gases  leave  the  last  row  of  2-inch  tubes 
melted  on  the  test  of  October  15,  but  only  softened  on  the  tests  of  October  10  and  13. 

A  proximate  analysis  of  the  coal  used,  gave  results  as  follows: 


Fixed  carbon  . 
Volatile  mattei 
Moisture 
Ash 


Per  cent. 

57.00 

37.00 

2.00 

4.00 


Heating  value  of  coal  by  calorimeter 


The  following  table  gives  the  data  and  results  of  the  tests 


100.00 
13,180  B.  T.  U. 


COAL  CONSUMPTION 

OF   S.  S.   ' 

•JOHN  W. 

GATES." 

Number  of  test            

I 

2 

3 

4 

Date,  1900 

Oct.  10 

Oct.  II 

Oct.  13 

Oct.  15 

Duration  of  test,  hours        .... 

10 

4 

8 

6 

Steam     f  At  boiler 

244 

244 

248 

250 

1st  receiver         .... 

70=  V"d'».-"  .... 

^              [3d  receiver          .... 

107.8 
324 

"3-9 
34-1 

107.7 
32-9 

108.7 
34-0 

7-5 

7-9 

6.5 

9.0 

Vacuum,  inches 

24 

23-3 

233 

23.0 

Temper-  f  Engine  room        .... 

83-5 

82.7 

80.0 

76.2 

ature,       Injection  water    .... 

61.3 

53-6 

50.0 

61.3 

degrees  )  Hot  well  feed  water  entering  heater 

"3-5 

"3-9 

"7-3 

"5-3 

F.         [  Feed  water  leaving  heater  . 

186.0 

1797 

187.0 

186.5 

Links  in  from  f  High-pressure     .         .         . 

30 

-75 

3-25 

•75 

f  .,   ,        .      J  1st  intermediate-pressure   . 

35 

1.5  to  2.25 

3-75 

1. 00 

^.     ,     ^'     1  2nd  intermediate-pressure 
•"^^^^         [Low-pressure      .         .         . 

3-5 

1.75  to  2.25 

3-75 

1.50 

4-5 

1-75 

3-75 

2.25 

High-pressure  cylinder 

340.1 

425.6 

330-2 

437-8 

1st  intermediate-pressure  cyl- 

Indicated 

inder            .... 

388.5 

516.6 

354-2 

490.7 

horse-power <!  2nd     intermediate  -  pressure 

main  engine 

cylinder       .... 

340.1 

417.9 

346.5 

390.0 

Low-pressure  cylinder 

362.0 

458.2 

312.7 

465.9 

Total      .         .         :         .         . 

1430-7 

1818.3 

1343-6 

1784.4 

Revolutions  per  minute,  main  engine 

82.77 

89.8 

77.84 

85-36 

Total  coal,  moist,  pounds 

22270 

14535 

17099 

20655 

Moisture  in  coal,  per  cent. 

4.1 

41 

4.1 

4-1 

Coal  -j  Coal  per  hour,  dry,  pounds 

2135-7 

3488.7 

2049.8 

3301.4 

Dry  coal  per  hour  per  square  foot  of 

grate  surface,  pounds    . 

19-77 

32.26 

19.98 

30.58 

Coal  per  indicated  horse-    \  Coal  as  fired 

1.56 

1.998* 

1.59 

1-93* 

power  main  engine,  pounds  "j  Dry  coal 

1.50 

1.92 

1-53 

1.85 

Draft  in  up-take,  inches  of  water          .           < 

•30 

Jet  in  funnel 

•58 
Lead  did 
not   melt 

-33 

Jet  in  funnel 
.60 

Temperature  of  waste  gases         .         .           -j 

Lead  did 
not    melt 

Lead  did 
not  melt 

Lead  did 
not    melt 

Time  dynamo  engine  was  in  operation 

3  hours 

2  hours 

55  minutes 

Not  running 

Double   strokes  ^^l^'P'^^P'^^g'^P'"^^^"''^  • 

22 

23-7 

20.1 

19.0 

per   minute         ^''  P^"*?'  ^°^'  P'^^^^^'"^  • 
^                         (1*  eed  pump 

19 
18 

22 
24 

18.8 

18.7 

16.2 
23.8 

*  The  increase  in  coal  consumptionper  indicated  horse-power  is  caused  by  the  waste  of  steam  due  to  increasing  the  draft 
by  means  of  a  steam  jet  in  the  funnel.     This  jet  was  supplied  by  a  1 54 -inch  pipe  and  nearly  doubled  the  draft. 

Auxiliaries  in  Operation  :  Air  pump,  feed  pump,  stoker  engine  and  dynamo  engine  part  of  time,  as  noted  above. 


.65 


METHOD    OF    INSTALLING   BABCOCK   &    WILCOX    BOILERS    IN  THE   S.  S.  "KVICHAK" 

While  the  vessel  was  still  on  the  stocks,  an  opening  was  left  in  the  side  opposite  the  boiler  space.  The 
boilers  were  raised  on  crib  work,  and  slid  through  the  opening  on  to  their  foundations,  after  which  the  frames 
were  erected  and  the  plating  completed. 


LIST  OF  VESSELS 

IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED  OR  ARE  ON  ORDER 


Name 

No. 
of 

Boil- 
ers 

Indi- 
cated 
Horse- 
power 

Year 

Owner 

Yacht  "  Reverie  " 
Yacht  "  Trophy  " 

- 

I 
I 

250 
200 

1889 
1891 

F.  G.  Bourne,  New  York 
E.  H.  Bennett,  New  York 

Yacht  "  Eleanor  "  . 
S.  S.  "  Nero  " 

I 
I 

200 
500 

1891 
189I 

P.  Lancaster,  Surrey,  Eng. 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

S.  S.  "  Hero  " 

S.  S.  "  Turret  Crown  " 

2 
2 

1300 
1 100 

1895 
1895 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 
Petersen,  Tate  &  Co.,  Newcastle,  Eng. 

S.  S.  "  Turret  Cape  " 
Yacht  "  Seneca  "    . 

2 

I 

HOC 

.  400 

1895 
1895 

Petersen,  Tate  &  Co.,  Newcastle,  Eng. 
Chas.  Fletcher,  Providence,  R.  I. 

S.  S.  "  Zenith  City  " 

2 

2000 

1895 

Zenith  Transit  Co.,  Duluth,  Minn. 

S.  S.  "  Cameo  "      . 

2 

1300 

1895 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

Tug  "  Rodney  " 

S.  S.  "  Scottish  Hero  "  ( 

Main 

) 

I 

2 

200 

1450 

189s 
1895 

S.  Williams  &  Sons,  Dagenham,  Eng. 
Petersen,  Tate  &  Co.,  Newcastle,  Eng. 

S.  S.  "  Scottish  Hero  "  (Donkey) 
S.  S.  "  Queen  City  " 

I 
2 

250 

2000 

1895 
1896 

Petersen,  Tate  &  Co.,  Newcastle,  Eng. 
Zenith  Transit  Co.,  Duluth,  Minn. 

Tug  "  Edna  G." 

U.  S.  Gunboat  "  Annapolis    . 

U.  S.  Gunboat  "  Marietta"    . 

I 

2 

2 

550 
1300 
1300 

1896 
1896 
1896 

Duluth  &  Iron  Range  R.  R.,  Port  Duluth 
United  States  Navy 
United  States  Navy 

S.  S,  «  Norefjeld  " 

Tug  "  Duke  "... 

Tug  "  Benbow  "     . 

S.  S.  "  Turret  Chief  "     . 

I 
I 

I 
2 

100 
120 
200 

IIOO 

1896 
1896 
1896 
1896 

Akers  Mek.  Varksted,  Christiania 
S.  Williams  &  Sons,  Dagenham,  Eng. 
S.  Williams  &  Sons,  Dagenham,  Eng. 
Petersen,  Tate  &  Co.,  Newcastle,  Eng. 

S.  S.  "  Turret  Court  "    . 

2 

HOC 

1896 

Petersen,  Tate  &  Co.,  Newcastle,  Eng. 

S.  S.  "  Mahomet  AH  "    . 

I 

225 

1896 

Thos.  Cook  &  Son,  Ltd.,  Cairo,  Egypt 

S.  S.  "  Rameses"    .         . 
Cruiser  "  Chicago  " 
H.  M.  S.  "  Sheldrake  " 
S.  S.  "  Orlando  "    . 

2 

6 

4 

2 

375 
5000 
3500 
1200 

1896 
1896 
1896 
1896 

Thos.  Cook  &  Son,  Ltd.,  Cairo,  Egypt 

United  States  Navy 

British  Navy 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

S.  S.  "  Rollo  "... 

2 

1400 

1896 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

Tug  "  Pier  "    . 

S.  S.  "  Crescent  City  "    . 

I 

2 

400 
2000 

1896 
1896 

New  York  City  Dock  Department 
Zenith  Transit  Co  ,  Duluth,  Minn. 

S.  S.  "  Empire  City  "      . 

2 

2000 

1896 

Zenith  Transit  Co.,  Duluth,  Minn. 

P.  S.  "  Konstantin  Arzibouchev  " 

Tug  "  Hotspur  "     . 

S.  S.  "  Otto  "... 

I 
2 
2 

6co 

800 

1500 

1897 
1897 
1897 

Navsky  Mech.  Works,  St.  Petersburg 
London  and  India  Docks  Joint  Committee 
Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

S.  S.  "  Truro  " 

2 

1500 

1897 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

S.  S.  "  Superior  City  "    . 

S.  S.  "  Alex.  McDougall  "      . 

2 
2 

2000 
2500 

1897 
1897 

Zenith  Transit  Co.,  Duluth,  Minn. 
Bessemer  S.  S.  Co.,  Cleveland,  Ohio 

S.  S.  "  Presque  Isle  "     . 

Dredger  "  Volga  " 

S.  W.  Tender  "  Zaritzen  " 

2 

8 
I 

2000 

5600 

300 

1897 
1897 
1897 

Presque  Isle  Transportation  Co.,  Cleveland,  Ohio 
Russian  Government 
Russian  Government 

Dredger  "  Anteleon  "  (sea-going) 
Cruiser  "Atlanta" 

2 

4 

700 
2000 

1897 
1897 

New  South  Wales  Government 
United  States  Navy 

S.  S.  "  Dirigo  " 

I 

650 

1897 

J.  S.  Kimball  &  Co.,  San  Francisco,  Cal. 

P.  S.  "  Oonas  " 

S.  S.  "  Chas.  Nelson  "    . 

• 

I 

2 

125 
850 

1898 
1898 

Thos.  Cook  &  Son,  Ltd.,  Cairo,  Egypt 
Chas.  Nelson,  San  Francisco,  Cal. 

Monitor  "  Manhattan  "  . 

2 

1500 

1898 

United  States  Navy 

167 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  ORDER— Continued 


Name 


Monitor  "  Mahopac  " 

Monitor  "  Canonicus  " 

Corvette  "  Ellida  " 

S.  S.  "  Arlanza  "     . 

S.  S.  "  Tasso  " 

Tug  "  Sirdar  " 

*  S.  S.  "  Mataafa  " 

Yacht  "  Magpie  "    . 

Cruiser  "  Alert  "     . 

S.  S.  "  City  of  Nanaimo ' 

S.  S.  "  Malietoa  "  . 

S.  S.  "Maunaloa" 

Monitor  "  Wyoming  " 

P.  S.  "  Berusa  "      . 

P.  S.  "Serapis"     . 

S.  S.  "  Beskytteren  " 

S.  S.  "  Kvichak  "    . 

Dredger  "  Lindon  Bates ' 

Dredger  "  Hercules  " 

Dredger  "  Samson  " 

Dredger  "  Archer  " 

H.  M.  S.  "  Espiegle  " 

S.  S.  "Martello"    . 

S.  S.  "  John  S.  Kimball ' 

S.  S.  "  Noyo  " 

S.  S.  "  Mongolian  " 

S.  S.  "  Numidian  " 

S.  S.  "  Rainier  "      . 

S.  S.  "  Robert  Dollar  " 

S.  S.  "  Nome  City  " 

S.  S.  "  Santa  Ana  " 

Cruiser  "  Cincinnati " 

S.  S.  "  John  W.  Gates  " 

S.  S."  James  J.  Hill"    . 

S.  S.  "  Isaac  L.  Ellwood  " 

S.  S.  "  Wm.  Edenborn  " 

S.  S.  "  Shelikof  "    . 

Fire  Boat  "  W.  S.  Grattan 

S.  S.  "  Harvard  "    . 

S.  S.  "  Lafayette  " 

S.  S.  "  Princeton  " 

S.  S.  "  Cornell  " 

S.  S.  "  Rensselaer  " 

Dredge  "  Texas  City  " 

S.  S.  "  Coronado  " 

S.  S.  "Santa  Barbara" 

S.  S.  "  Paraguay  " 


No. 
of 
Boil 


Indi- 
cated 
Horse- 
power 


1500 

1500 

700 

1500 

900 

2000 

60 

1560 

750 

2000 

2000 

2400 

650 

125 

600 

650 

600 

2600 

4900 

2000 

1400 

2500 

1075 

540 

400 

400 

900 

700 
700 
8000 
2000 
2000 
2000 
2000 

900 
2300 
2300 
2300 
2300 
2300 
1055 

573 

661 

1500 


899 
899 
899 
899 
899 
899 
899 
899 


899 
899 


899 
899 
899 
899 


900 
900 
900 
000 
900 
900 
900 
900 
900 
900 
900 
900 
900 
900 
900 
900 


Owner 


United  States  Navy 

United  States  Navy 

Norwegian  Navy 

Spanish  Navy 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

London  &  India  Docks,  Joint  Committee 

Minnesota  S.  S.  Co.,  Cleveland,  Ohio 

Thomson  &  Campbell 

United  States  Navy 

Esquimau  &  Nanaimo  Ry.  Co.,  Victoria  B.  C. 

Minnesota  S.  S.  Co.,  Cleveland,  Ohio 

Minnesota  S.  S.  Co.,  Cleveland,  Ohio 

United  States  Navy 

Sevecke  Steamship  Co. 

Thos.  Cook  &  Son,  Ltd., Cairo,  Egypt  (4th  order) 

Danish  Navy  Fishery  Control  Steamer 

Alaska  Packer  Association,  Sar  Francisco,  Cal. 

Indian  Government 

Queensland  Government 

Queensland  Government 

Queensland  Government 

British  Navy 

Thos.  Wilson,  Sons  &  Co.,  Ltd.,  Hull,  Eng. 

J.  S.  Kimball  &  Co.,  San  Francisco,  Cal. 

J.  S.  Kimball  &  Co.,  San  Francisco,  Cal. 

J.  &  A.  Allen,  Glasgow,  Scotland 

J.  &  A.  Allen,  Glasgow,  Scotland 

Pollard  &  Dodge,  San  Francisco,  Cal. 

Robert  Dollar,  San  Francisco,  Cal. 

Gray  &  Mitchell,  San  Francisco,  Cal. 

Beadle  &  Co.,  San  Francisco,  Cal. 

United  States  Navy 

American  Steel  &  Wire  Co. 

American  Steel  &  Wire  Co. 

American  Steel  &  Wire  Co. 

American  Steel  &  Wire  Co. 

Pacific  Whaling  Co.,  San  Francisco,  Cal. 

City  of  Buffalo 

Pittsburg  S.  S.  Co.,  Cleveland,  Ohio 

Pittsburg  S.  S.  Co.,  Cleveland,  Ohio 

Pittsburg  S.  S.  Co.,  Cleveland,  Ohio 

Pittsburg  S.  S.  Co.,  Cleveland,  Ohio 

Pittsburg  S.  S.  Co.,  Cleveland,  Ohio 

J.  R.  Myers,  Houston,  Texas 

Pollard  &  Dodge,  San  Francisco,  Cal. 

J.  R.  Hanify  &  Co.,  San  Francisco,  Cal. 

International  S.  S.  Co.,  Duluth,  Minn. 


*  Formerly  "  Pennsylvania.' 


168 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  OKDEK— Continued 


No. 

Indi- 

Name 

of 

Boil- 
ers 

cated 
Horse- 
power 

Year 

Owner 

S.  S.  "Asuncion  "  . 

2 

1500 

1900 

Pacific  Coast  Oil  Co.,  San  Francisco,  Cal. 

S.  S.  "Spokane"  . 

4 

3100 

1900 

Pacific  Coast  Co.,  San  Francisco,  Cal. 

Cruiser  "  Raleigh  " 

8 

Scxx) 

1900 

United  States  Navy 

Cruiser  "  Denver" 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Chattanooga  " 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Galveston  " 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Tacoma  " 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Des  Moines  " 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Cleveland  " 

6 

4500 

1900 

United  States  Navy 

Cruiser  "  Challenger  " 

12 

12500 

1900 

British  Navy 

Sloop  "Odin" 

4 

1400 

1900 

British  Navy 

S.  S.  "  Boyki" 

I 

350 

1900 

Russian  Trade  &  Navigation  Co.,  Odessa 

S.  S.  "  Lichay  "     . 

I 

350 

1900 

Russian  Trade  &  Navigation  Co.,  Odessa 

S.  S.  "Chehalis"  . 

2 

750 

1900 

Sudden  &  Christenson,  San  Francisco,  Cal. 

S.  S.  "Frank  H.  Peave 

y"     .             2 

2000 

1901 

Peavey  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "  George  W.  Peav 

ey"  .              2 

2000 

I9OI 

Peavey  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "F.  T.  Heffelfing 

er"  .              2 

2000 

I901 

Peavey  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "F.  B.  Wells" 

2 

2000 

I9OI 

Peavey  Steamship  Co.,  Duluth.  Minn. 

S.  S.  "Arctic" 

I 

575 

I901 

Hammond  Lumber  Co.,  San  Francisco,  Cal. 

S.  S.  "  Barquisimeto  " 

I 

100 

1901 

The  Boliver  Railway  Company 

S.  S.  "  Ragnvald  Jarl" 

2 

1070 

I90I 

Nordenfjeldske,  Dampskibsselskab 

Tug  "A.  J.  Beardsley" 

I 

450 

I901 

Rogers,  Mc Mullen  &  McBean,  New  York 

Battleship  "Queen" 

15 

15000 

I901 

British  Navy 

Cruiser  "  Hermes  " 

12 

lOOOO 

I901 

British  Navy 

Cruiser  "  Cornwall " 

24 

22000 

I9OI 

British  Navy 

Dredger  "  Brancker" 

I 

300 

I901 

Mersey  Dock  &  Harbor  Board 

Gold  Washing  Dredger 

I 

200 

1901 

Marshall,  Sons  &  Co.,  Gainsboro,  England 

S.  S.  "  Ane" 

I 

350 

1901 

Nadejda  S.  S.  Co.,  St.  Petersburg 

S.  S. 

I 

60 

1901 

Societe  Generale  Mercantile,  Paris 

Monitor  "  Amphitrite  " 

4 

3000 

1902 

United  States  Navy 

S.  S.  "James  H.  Hoyt 

"          .                  2 

1700 

1902 

Provident  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "Gen.  Orlando  M 

.  Poe "            2 

2000 

1902 

Pittsburg  Steamship  Co.,  Cleveland,  Ohio. 

Tug  "A.  H.  Payson  " 

I 

925 

1902 

Santa  Fe  Terminal  Co.,  San  Francisco,  Cal. 

S.  S.  "Centralia" 

I 

600 

1902 

Thomas  Pollard,  San  Francisco 

Ferryboat  "Verba  Buei 

la"    .              2 

1650 

1902 

San  Francisco  &  Piedmont  Ry.  Co.,  San  Fran- 
cisco, Cal. 

Ferryboat  "  San  Jose  " 

2 

1650 

1902 

San  Francisco  &  Piedmont  Ry.  Co. ,  San  Fran- 
cisco, Cal. 

Tug  "Dauntless" 

2 

rooo 

1902 

J.  D.  Spreckels  &  Bros.  Co.,  San  Francisco,  Cal. 

S.  S.  "Samuel  F.  B.  M 

orse "              2 

2000 

1902 

Pittsburg  Steamship  Co.,  Cleveland,  Ohio 

S  .S.  "  Crocodile  " 

2 

1200 

1902 

Bengal  Ry.  (Indian  Government) 

S.  S. 

2 

1900 

1902 

Compagnie  de  Navigation  Asiatique 

S.  S. 

2 

1900 

1902 

Compagnie  de  Navigation  Asiatique 

S.  S. 

2 

1900 

1902 

Compagnie  de  Navigation  Asiatique 

Battleship  "  Comraonwe 

;alth "           i6 

rSooo 

1902 

British  Navy 

Battleship  "Hindustan' 

12 

14400 

1902 

British  Navy 

Battleship  "  Dominion ' 

i6 

18000 

1902 

British  Navy 

169 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  ORDER— C^////V«/^^/ 


No. 

Indi- 

Name 

of 

Boil- 
ers 

cated 
Horse- 
power 

Year 

Owner 

Battleship  "  King  Edward  VII." 

lO 

10800 

1902 

British  Navy 

Cruiser  "  Argyll"  . 

i6 

16800 

1902 

British  Navy 

Cruiser  "  Black  Prince" 

20 

18800 

1902 

British  Navy 

Cruiser  "  Duke  of  Edinburgh  " 

20 

18800 

1902 

British  Navy 

S.  S.  "D.  G.  Kerr"       . 

2 

1700 

1903 

Provident  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "D.  M.  Clemson" 

2 

1700 

1903 

Provident  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "J.  H.  Reed"      . 

2 

1700 

1903 

Provident  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "M.  G.  Dalton"  . 

2 

1 100 

1903 

Great  Lakes  &  St.  Lawrence  Trans.  Co.. 
Duluth,   Minn. 

S.  S.  "John  Crerar" 

2 

IIOO 

1903 

Great  Lakes  &  St.  Lawrence  Trans.  Co., 
Duluth,    Minn. 

S.  S.  "  Geo.  C.  Howe  ". 

2 

IIOO 

1903 

Great  Lakes  &  St.  Lawrence  Trans.  Co., 
Duluth,   Minn. 

S.  S.  "John  Sharpies"  . 

2 

1100 

1903 

Great  Lakes  &  .St.  Lawrence  Trans.  Co., 
Duluth,   Minn. 

Dredge  "  Uncle  Sam"  . 

I 

312 

1903 

American  Dredging  Co.,  San  Francisco,  Cal. 

Dredge  "  Tule  Queen  ". 

I 
I 

93 

1903 

Middle  River  Navigation  Co.,  San  Francisco, 
Cal. 

Dredge 

I 

80 

1903 

J.  C.  Franks,  San  Francisco,  Cal, 

S.  S.  "Cabrillo"  . 

2 

1700 

1903 

Wilmington  Trans.  Co.,  Los.  Angeles,  Cal. 

S.  S.  "F.  A.  Kilburn" 

2 

1400 

1903 

Watsonville,  Trans.  Co.,  San  Francisco,  Cal. 

S.  S.  "  Mineola"  . 

2 

i860 

1903 

Pacific  Improvement  Co.,  San  Francisco,  Cal. 

S.  S.  "Northland" 

2 

IIOO 

1903 

E.  J.  Dodge,  San  Francisco,  Cal. 

S.  S.  "Augustus  B.  Wolvin" 

2 

2500 

1904 

Acme  Steamship  Co.,  Duluth,  Minn. 

Tug  "Arabs" 

I 

925 

1904 

Pacific  Mail  Steamship  Co.,  San  Francisco,  Cal. 

Cavite  Floating  Dry  Dock 

4 

620 

1904 

United  States  Navy 

Dredge  "San  Pedro"    . 

2 

366 

1904 

United  States  Engineers'  Dept. 

S.  S.  "  Cascade"   . 

I 

575 

1904 

C.  R.  McCormick  &  Co.,  San  Francisco,  Cal. 

S.  S.  "  Vanguard  " 

I 

575 

1904 

E.  J.  Dodge,  San  Francisco,  Cal. 

Battleship  "Hibernia"  . 

18 

18000 

1904 

British  Navy 

Battleship  "  Britannia". 

18 

18000 

1904 

British  Navy 

Battleship  "  Africa  " 

18 

18000 

1904 

British  Navy 

Battleship  "  Napoli  "     . 

22 

19000 

1904 

Italian  Navy 

Battleship  "  Roma  " 

22 

19000 

1904 

Italian  Navy 

Battleship  "Nebraska". 

12 

19000 

1904 

United  States  Navy 

Battleship  "  Rhode  Island"  . 

12 

19000 

1904 

United  States  Navy 

Battleship  "  New  Jersey  " 

12 

19000 

1904 

United  vStates  Navy 

Battleship  "  Vermont  "  . 

12 

16500 

1904 

United  States  Navy 

Battleship  "  Minnesota" 

12 

16500 

1904 

United  States  Navy 

Battleship  "  Kansas  "    . 

12 

16500 

1904 

United  States  Navy 

Battleship  "Connecticut " 

12 

16500 

1904 

United  States  Navy 

Battleship  "  Louisiana". 

12 

16500 

1904 

United  States  Navy 

Battleship  "  Indiana"    . 

8 

9000 

1904 

United  States  Navy 

Battleship  "  Mississippi  " 

8 

lOOOO 

1904 

United  States  Navy 

Battleship  "  Idaho  " 

8 

1 0000 

1904 

United  States  Navy 

Cruiser  "  West  Virginia" 

16 

23000 

1904 

United  States  Navy 

Cruiser  "  Maryland  " 

16 

23000 

1904 

United  States  Navy 

170 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  ORDER— Cofi^inued 


No. 

Indi- 

of 

cated 

Name 

Boil- 
ers 

Horse- 
power 

Year 

Owner 

Cruiser  "  South  Dakota  " 

I6 

28840 

1904 

United  States  Navy 

Cruiser  "  California  "     . 

l6 

29660 

1904 

United  States  Navy 

Cruiser  "  Washington" 

16 

27460 

1904 

United  States  Navy 

Cruiser  "  Tennessee  "    . 

16 

27370 

1904 

United  States  Navy 

Cruiser  "  Charleston  "  . 

16 

27500 

1904 

United  States  Navy 

Cruiser  "  Milwaukee"  . 

16 

24500 

1904 

United  States  Navy 

Cruiser  "  St.  Louis"      . 

16 

27480 

1904 

United  States  Navy 

Gunboat  "  Paducah  "     . 

2 

1270 

1904 

United  States  Navy 

Gunboat  "  Dubuque  "    . 

2 

1220 

1904 

United  States  Navy 

Monitor  "  Monterey  "    . 

4 

4000 

1904 

United  States  Navy 

Ferryboat  "  San  Francisco". 

2 

3000 

1904 

San  Francisco,  Oakland  &  San  Jose  R.  R.,  San 
Francisco,  Cal. 

Dredger  

I 

100 

1904 

Rindge  Navigation  and  Canal  Co.,  Stockton, Cal. 

Dredger  "  Jacksonville  " 

2 

245 

1904 

United  States  Army 

Ferryboat  "  Richmond" 

4 

4000 

1904 

City  of  New  York 

Ferryboat  "  Manhattan  " 

4 

4000 

1904 

City  of  New  York 

Ferryboat  "Brooklyn  " 

4 

4000 

1904 

City  of  New  York 

Ferryboat  "  Queens  "     . 

4 

4000 

1904 

City  of  New  York 

Ferryboat  "  Bronx" 

4 

4OCO 

1904 

City  of  New  York 

S.  S,  "  Frederick  G.  Bourne  " 

I 

675 

1904 

Newark  Bay  Short  Line,  New  York 

S.  S.  "  Jas.  C.  Wallace  "       . 

2 

2500 

1904 

Acme  Steamship  Co.,  Duluth,  Minn. 

S.  S.  "  Ordnance  " 

I 

725 

1904 

United  States  Army 

Battleship  "  Lord  Nelson  "    . 

15 

16750 

1904 

British  Navy 

Cruiser  "  Minotaur  " 

25 

27000 

1904 

British  Navy 

Ice  Breaker  "  Montcalm  "     . 

4 

3100 

1904 

Canadian  Government 

S.  S.  "Bhagabatti" 

I 

500 

1904 

East  Indian  Ry.  Co. 

Dredger  "  Pioneer" 

2 

600 

1904 

Victorian  Government 

S.  S.  "  Daisy  Mitchell" 

I 

575 

1905 

W.  A.  Mitchell,  San  Francisco,  Cal. 

Battleship  "  New  Hampshire" 

12 

17200 

1905 

United  States  Navy 

Cruiser  "  North  Carolina"     . 

16 

31000 

1905 

United  States  Navy 

Cruiser  "  Montana  " 

16 

2S280 

1905 

United  States  Navy 

Battleship  "  Dreadnought"    . 

18 

27500 

1905 

British  Navy 

Dredger 

2 

430 

1905 

Southern  Pacific  Co.,  San  Francisco,  Cal. 

Ferryboat  "  Pittsburg" 

2 

3000 

1905 

Pennsylvania  Railroad  Co.,  New  York 

Ferryboat  "  St.  Louis" 

2 

3000 

1905 

Pennsylvania  Railroad  Co.,  New  York 

Dredger  "  Jacksonville  " 

2 

300 

1905 

United  States  Army 

U.  S.  Naval  Academy    . 

I 

400 

1905 

United  States  Navy 

S.  S.  "Ravalli"    . 

r 

550 

1905 

Hammond  Lumber  Co.,  San  Francisco,  Cal. 

S.  S.  "  Yosemite" 

2 

850 

1905 

C.  R.  McCormick  &  Co.,  San  Francisco,  Cal. 

S.  S.  "Creole"      . 

10 

8500 

1905 

Southern  Pacific  Co.,  New  York 

U.  S.  Naval  Academy  . 

I 

725 

1905 

United  States  Navy 

Fishery  Control  Steamer  "  Islands 

Falk"     .... 

2 

1200 

1905 

Royal  Danish  Navy 

Cruiser  "  Indomitable" 

31 

41000 

1905 

British  Navy 

S.  S.  "Wakefield  " 

I 

150 

1905 

Adelaide  S.  S.  Company 

Dredger  "  Tethys  " 

2 

900 

1905 

New  South  Wales  Government 

171 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  ORDER— Continued 


No. 

Indi- 

Name 

of 
Boil- 
ers 

cated 
Horse- 
power 

Year 

Owner 

Dredger  "  Foyers  " 

4 

2400 

1905 

Indian  Government,  Bengal 

Dredger  "  Lake  Simcoe  " 

I 

300 

1906 

Lake  Simcoe  Dredging  Company 

S.  S.  "Dolphin" 

2 

2000 

1906 

Alaska  S.  S.  Co.,  Seattle  ,  Wash. 

S.  S.  "  Charles  Counselman  " 

1 

450 

1906 

Matson  Navigation  Co.,  San  Francisco,  Cal. 

Ferryboat  "  Hammonton  "     . 

2 

1 100 

igo6 

Pennsylvania  Railroad  Co.,  Philadelphia,  Pa. 

S.  S.  "  Daisy  Freeman  " 

I 

600 

1906 

W.  A.  Mitchell  &  Co.,  San  Francisco,  Cal. 

Revenue  Cutter  "  Pamlico  "  . 

I 

QOO 

1906 

U.  S.  Revenue  Cutter  Service 

Gunboat  "  Gloucester" 

2 

1050 

1906 

United  States  Navy 

S.  S.  "Ward  Ames"     . 

2 

2500 

1906 

Acme  S.  S.  Co.,  Duluth,  Minn. 

S.  S.  "Yellowstone"     . 

2 

700 

1906 

C.  R.  McCormick  &  Co.,  San  Francisco,  Cal. 

Battleship  "  Bellerophon  "     . 

i8 

23000 

1906 

British  Navy 

Battleship  "  Superb  "     . 

i8 

23000 

1906 

British  Navy 

Customs  Cruiser  "  Amapo  "  . 

I 

450 

1906 

Brazilian  Navy 

Customs  Cruiser  "  Baire" 

2 

1200 

1906 

Cuban  Navy 

S.  S.  "  Hunter"    . 

3 

2200 

1906 

Newcastle  &  Hunter  River  S.  S.  Co. 

S.  S.  "  Kolya  "... 

2 

1000 

1906 

Adelaide  S.  S.  Company 

S.  S.  "Joaquin  del  Pelaigo  ". 

2 

1000 

1906 

Compania  Translantica  of  Cadiz 

S.  S.  .... 

I 

300 

1906 

Colonial  Sugar  Company 

Steam  Yacht  "  Onora  " 

I 

300 

1906 

James  H.  Rosenthal,  London 

Battleship  "  Massachusetts" 

8 

9000 

1907 

United  States  Navy 

Cruiser  "  New  York  "    . 

12 

i37f>o 

1907 

United  States  Navy 

Fireboat  "James  Duane" 

2 

1650 

1907 

City  of  New  York 

Fireboat  "  Thomas  Willett" 

2 

1650 

1907 

City  of  New  York 

S.  S.  "  Daisy" 

I 

600 

1907 

W.  A.  Mitchell  &  Co.,  San  Francisco,  Cal. 

S.  S.  "  H.  P.  Bope"     . 

2 

2500 

1907 

Standard  S.  S.  Co.,  Duluth,  Minn. 

Revenue  Cutter  "  Itasca  " 

2 

1624 

1907 

U.  S.  Revenue  Cutter  Service 

S.  S.  "  Shoshone  " 

I 

600 

1907 

C.  R.  McCormick  &  Co.,  San  Francisco,  Cal. 

Battleship  "  Michigan" 

12 

16500 

1907 

United  States  Navy 

Battleship  "  South  Carolina  " 

12 

16500 

1907 

United  States  Navy 

Revenue  Cutter  "  Bear" 

I 

800 

1907 

U.  S.  Revenue  Cutter  Service 

Tug  "  Ajax" 

I 

825 

1907 

Southern  Pacific  Co.,  San  J"rancisco,  Cal. 

Collier  "  Prometheus  " 

6 

6000 

1907 

United  States  Navy 

Collier  "  Vestal " 

6 

6000 

1907 

United  States  Navy 

Tug"E.  P.  Ripley"     . 

I 

900 

1907 

Atchison,  Topeka  &  Santa  Fe  Railway 

Tug  ' '  Navigator  " 

2 

1300 

1907 

Associated  Oil  Co.,  San  Francisco,  Cal. 

S.  S. .... 

2 

800 

1907 

Ira  J.  Harmon,  San  Francisco,  Cal. 

Fireboat  "Cornelius  W.Lawrence" 

2 

1250 

1907 

City  of  New  York 

Revenue  Cutter  "  Snohomish  " 

I 

850 

1907 

U.  S.  Revenue  Cutter  Service 

Ferryboat  "  Camden  "    . 

2 

IIOO 

1907 

Pennsylvania  Railroad  Co.,  Philadelphia,  Pa. 

Supply  Ship  "  Celtic  "  . 

4 

2500 

1907 

United  States  Navy 

Battleship . 

i8 

23000 

1907 

Brazilian  Navy 

Battleship 

i8 

23000 

1907 

Brazilian  Navy 

Tug .... 

2 

500 

1907 

Italian  Navy 

Battleship  "  San  Marco" 

14 

20000 

1907 

Italian  Navy 

s.  S. . 

I 

100 

1907 

Yokohama  Engine  &  Iron  Works,  Japan 

Battleship  "  Capitan  Prat  "    . 

lOOOO 

1907 

Chilian  Navy 

172 


LIST  OF  VESSELS  IN  WHICH  BABCOCK  &  WILCOX  BOILERS  ARE  FITTED 
OR  ARE  ON  OKDEK— Continued 


No. 

Indi- 

Name 

ot 
Boil- 

cated 
Horse- 

Year 

Owner 

ers 

power 

Steam  Yacht  "  lolanda  " 

2 

1350 

1907 

Morton  F.  Plant,  New  York 

Tug .... 

1000 

1907 

J.  P.  Rennoldson  &  Sons,  So.  Shields 

S.  S.  "  Gunga"     . 

500 

1907 

East  Indian  Railway 

S.  S.  "  Saras vati  " 

500 

1907 

East  Indian  Railway 

S.  S.  "Koombana" 

4200 

1907 

Adelaide  S.  S.  Co. 

S.  S.  "  Marco  Tolo  "      . 

4200 

1907 

Navigazione  Generale  Italiana 

S.  S.  "  Cristoforo  Colombo". 

4200 

1907 

Navigazione  Generale  Italiana 

S.  S.  .... 

1500 

1907 

Adelaide  S.  S.  Co. 

Floating  Dry  Dock 

1000 

1907 

Japan 

Tug .... 

1000 

1907 

London  &  India  Docks  Co. 

Battleship  "  Delaware  " 

14 

25000 

I90S 

United  States  Navy 

Battleship  "  North  Dakota  " 

14 

25000 

1 90S 

United  States  Navy 

Battleship  "  St.  Vincent"      . 

24500 

1908 

British  Navy        * 

Battleship  "Vanguard" 

24500 

1908 

British  Navy 

Revenue  Cutter  "  Acushnet  " 

2 

1500 

1908 

U.  S.  Revenue  Cutter  Service 

Revenue  Cutter  ''  Tahoma  "  . 

2 

1750 

1908 

U.  S.  Revenue  Cutter  Service 

Revenue  Cutter 

2 

1750 

1908 

U.  S.  Revenue  Cutter  Service 

Steam  Yacht  "  Idalia" 

I 

800 

1908 

W.  D.  lloxie.  New  York 

U.  S.  BATTLESHIP  "NEW  HAMPSHIRE" 
Babcock  &  Wilcox  Boilers,  17200  Indicated  Horse  Power. 


173 


INDEX 


A 

PAGE 

Advantages  of  the  Babcock  &  Wilcox 

Marine  Boilers 31 

Acidity  of  feed  water,  dangers  of  and 

remedy  for 119 

"Alert"  boiler,  tests  of 135 

"Alert"   type   of  Babcock  &  Wilcox 

Boiler 20 

Alban  water-tube  boiler 10 

Algiers  floating  Dry  Dock,  boiler  for  67 

Analyses  of  fuels 73 

Analyses  of  waste  gases  from  boiler    .  137,  161 

Analysis  of  sea  water 117 

Anderson  water-tube  boiler  ....  11 

"Annapolis,"  U.  S.  Gunboat    ...  41 

War  service  of 37,  46 

Boilers  in 35 

Repairs ........  115 

Trial  of 43 

"Anteleon,"  Steam  Dredger      ...  65 

"Archer,"  Steam  Dredger    ....  65 
Auxiliary  machinery  of  Lake  steamers, 

tests  of 147,  149 

B 

Babcock  &  Wilcox  Boilers 

Advantages  and  salient  points      .  31 

"Alert"  type 20 

In  U.  S.  Gunboat  "Annapolis"  .  35,  43 

In  U.  S.  S.  "Chicago"      ...  35 

In  Steam  Dredgers 63 

In  U.  S.  Gunboat  "Marietta"     .  35,41 

In  S.  S.  "Pennsylvania''    .     .     .  143 

In  H.  M.  S.  "Sheldrake"       .     .  55 

Care  of 127 

Circulation  in 24,  100 

Construction  of  casing    ....  28 

Corrosion 117 

Description  of 23 

Designs  of  1S68,  1873,  18S1     .     .  15 

Design  of  18S1 16 

Designs  of  1895  and  1896  ...  19 

Drum  head 27 

Durability         114 

Dusting  door 29 

Economy  of 35 

Foundation  of 27 

Liberating  surface lOO 

Man-hole  plate 27 

Repairs I14, 129 

Riveted  joint 27 

Semi-marine 67 

Sizes  of  (outside  dimensions) 

41,  55,  67,  135,  143.  153 

Tests  of 131-165 

Weight  of 31.135,143.153 

Weight  of  water  in    .     .   135,  153,  157,  164 

Barrus  throttling  calorimeter     .     .     .  loi 

Battle  of  the  boilers 49 

Battle  of  Santiago,  lessons  of     ,     .     .  35 

Belleville  boilers  in  the  S.  S.  "Ohio"  51 
Belleville    boilers,    reasons     for     not 

adopting  in  U.  S.  N 53 

Brief  history  of  the  water-tube  boiler  8 
British    Admiralty  tests  of  H.  M.  S, 

"Sheldrake"   ....           .     .  55 


B 

PAGE 

British  imperial  gallon,  contents  and 

weight 96 

British  thermal  units,  value  of  .     .     .  71,  93 
British  thermal  units,  per  pound  of  dry 

coal 8 

c 

Calories,  value  of •     .     .  73,  93 

Calories  per  kilogram  of  dry  coal    .     .  81 

Calorimeter  for  coal 87 

Calorimeter  for  steam 99 

"Canonicus,"  reboilering  of  Monitor  33,  113 

Carbonates  of   soda  and  lime,  use  of  119 
Care    of    Babcock  &    Wilcox  Marine 
Boilers 

Firing 127 

Cleaning 127 

Blowing  off 128 

Repairs 1 14,  129 

Chemical  composition  of  fuel    ...  73 

"Chicago,"  U.  S.  Cruiser,  boilers  in  35 

"Chicago,"  repairs  to  boilers  of     .     .  115 

Chlorine  in  feed  water,  testing  for       .  123 

"Cincinnati"  boiler,  tests  of      .     .     .  153-161 
Circulation    in     Babcock    &    Wilcox 

Boilers icx) 

Coal,  classes  of 75,  127 

Coal  calorimeter 85-88 

Coal,  combustion  and  heat  value  of     69-83,  127 
Construction  of  the  Babcock  &  Wilcox 

Marine  Boiler 23 

Corrosion,      causes     and      preventive 

measures 117 

Corrosiveness,  testing  water  for      .     .  122 

Cost  of  repairs 114 

Cylindrical    and    water-tube     boilers, 

economy  of 35 

D 

Description  of  the  Babcock  &  Wilcox 

Marine  Boiler 23 

Details  of  construction  of  the  Babcock 

&  Wilcox  Marine  Boilers       .  23,  29 

"Dirigo,"  repairs  to  boilers  of  S.  S.    .  115 
Dredgers  tit  ted  with  Babcock  &  Wil- 
cox Marine  Boilers 
Russian  Government  dredgers  for 

the  River  Volga       ....  63 

"Hercules" 65 

"Samson" 65 

"Archer" 65 

"Anteleon,"  Hopper  Dredge       .  65 

"Texas  City" 67 

Dry  Dock  "Algiers,"  floating    ...  67 

1  >ry  steam gj 

Durability     of     Babcock     &    Wilcox 

Bf'ilers 114 

Dulong's  formula 75 

E 

Economy  of  cylindrical  and  water- tube 

boilers 35 

Economy  due  to  heating  feed  water    .  107 

Economy  of  Lake  cargo  steamers  .     .  85,  141 


175 


^  PAGE 

Efficiency,  use  of  coal  calorimeter       .  85 

Engineers' reports  of  sea  trials  ...  139 
Equivalent   evaporation  from  and  at 

212°  Fahrenheit       ....  97 

Ericsson   engines  for  U.  S.  Monitors  .  113 

Evaporation,  factors  of 97 

Evaporation  from  and  at  2 1 2°  Fahr.    .  8,  97 

Eve  water-tube  boiler 9 

Exhaust  steam  used  for  heating   feed 

water 107 

Experimental   marine  boiler,  tests  of  133 

Expanding  tubes,  method  of      .     .     .  129 

F 

Factors  of  evaporation,  table  of     .     .  97 

Feed  water,  heating  of 107 

Field  water-tube  boiler 10 

Firing,  methods  of 77.  79-  '27 

Floating  Dry  Dock  "  Algiers  "...  67 

Fuel,  its  combustion  and  heat  value  .  69 

Fuel  saved  by  heating  feed  water  .     .  107 

G 

Gallon,  contents  and  weight  of       .     .  96 

Galvanic  action 117,  121 

"  Gates,  John  W.,"  coal  consumption 

of  S.  S 163 

Generation  of  steam 89 

Graphite  for  lubrication 119 

Griffith  water-tube  boiler 9 

H 

Heating  of  feed  water 107 

Heat  value  of  coals 81 

"  Hercules,"  Steam  Dredger       ...  65 

"  Hero,"  boilers  and  voyages  of  S.  S.  49 

History  of  water-tube  boilers      ...  8 

K 

Kelly  water-tube  boiler 12 

L 

Lake  cargo  steamers,  tests  of     .     .     .  141 

Lane  water-tube  boiler 11 

Laws  of  generation  of  steam      ...  89 

Liberation  of  steam  from  water      .     .  100 

Lime,  use  of,  for  preventing  corrosion  1 18 
List   of  vessels  in  which  Babcock  & 

Wilcox  Boilers  are  installed  167 

M 

"  McDougall,  Alex.,"  boilers  of  S.  S.  149 
"  McDougall,  Alex  ,"  repairs  to  boilers 

of  S.  S 115 

Mahler  bomb  calorimeter       ....  88 
"  Mahopac,"  reboilering  of  Monitor    .       33>  1 13 

"  Manhattan,"  reboilering  of  Monitor  ^3 

Man-hole  plate 27 

"  Marietta,"  U.  S.  Gunboat    ....  41 

Boilers  in 35 

War  service  of 37 

Repairs  to  boilers  of       ....       39,  1 1 5 
Coal  consumption  of      ...     .  41 
Marine     water-tube     boiler,    require- 
ments of 21 


^  pa(;b 

Measurement  of  heat 93 

Melting  point  of  metals 83,156 

Melville,  Admiral,  U.  S.  N.,  on  water- 
tube  boilers    ......  33 

Metals,  melting  point  of 83,  1 56 

Method  of  expanding  tubes  ....  129 

Method  of  firing 77,79,127 

Method  of  removing  tubes  ....  129 
Method  of  testing  Babcock  &  Wilcox 

Boilers 131 

Method  of  testing  water  for  corrosive- 

ness 122 

Miller  water-tube  boiler 11 

Monitors,  reboilering  U.  S 113 

Morrin  water-tube  boiler 12 

N 

Naphtha  used  as  fuel 63 

"  Nelson,  Charles,"  repairs   to  boiler 

of  S.  S 114 

"  Nero,"  boiler  of  S.  S 17 

"  Nero,"  boilers  and  voyages  of  S.  S.  4S 

o 

Oil  for  cylinder  lubrication    ....  119 

Oil  for  fuel 63 

"  Orlando,"  voyages  of  Steamship      .  49 

"  Otto,"  voyages  of  Steamship        .     .  49 

P 

Peabody  throttling  calorimeter  .  .  loi 
"  Pennsylvania,"    trial    of    steamship 

and  tests  of  boilers      .     .     .  143 

Perkins  water-tube  boiler  ....  9 
"  Presque  Isle,"  repairs  to  boilers  of 

Steamship 115 

Properties  of  steam 89, 93 

Proximate  analyses  of  coal    ....  75 

Q 

"  Queen  City,"  repairs    to  boilers  of 

Steamship       115 

R 

Raising  steam,  record  of 

"Alert"  boiler 136 

"  Cincinnati  "  boiler 157 

Reboilering  U.  S.  Monitors   ....  113 

Removal  of  tubes 129 

Repairs  to  boilers  of  U.  S   Gunboats 

"  Marietta"  and  "Annapolis"  39 

Repairs,  cost  of 114 

"  Reverie,"  Steam  Yacht,  and  boiler 

for 16 

Requirements  of  a  marine  water-tube 

boiler 21 

"  RoUo,"  voyages  of  steamship      .     .  49 

Russian  Government  dredgers        .     .  63 

S 

"  Samson,"  Steam  Dredger   ....  65 

Santiago,  lessons  of  the  battle  of       .  35 


176 


Sea-going  dredgers  fitted  with  Bab- 
cock  &  Wilcox  Boilers 

"  Hercules  " 

"  Samson  " 

"  Archer  " 

"  Anteleon  " 

For  Indian  Government,  tests  of 
boilers  of 

Sea  trials  from  engineers'  reports, 
steamships  fitted  with  B.&W. 
Boilers        

Sea  trials  H.  M.  S.  "  Sheldrake  "    .     . 

.Sea  water  in  water-tube  boilers       .     . 

Semi-marine  Babcock  &  Wilcox  Boiler 

"  Sheldrake  "  tests  and  sea  trials    .     . 

Soda,  use  of,  for  preventing  corrosion 

Status  and  history  of  water-tube 
boilers 

Steam  calorimeter 

Steam — properties  and  laws  of  genera- 
tion   

Stevens'  boat       

Stevens'  water-tube  boiler,  1804     .     . 

Stevens,  John  Cox,  water-tube 
boiler,  1805 

Stimer  fire-tube  boilers  in  U.  S. 
Monitors 

Stokers  used  with  B.  &  W.  Marine 
Boilers        .     .     .     .   133,  143. 

Stokers,  cost  of  operating      .... 

Superheated  steam,  specific  heat  of    . 


T 


65 
65 
65 
65 

1 6-, 


139 

59 
'17 
67 

55 
119 

5 
99 


14 
113 


[46,  164 

147 

93 


Tables 

Analyses  of  waste  gases,  U.  S.  S 

"  Cincinnati "  boiler  .  . 
Approximate  chemical    composi 

tion  of  solid  fuels    .     .     . 

Classes  of  coal 

Factors  of  evaporation  .  .  . 
Heat  values  of  coal  .... 
List  of  vessels  fitted  with  B.  &  W 

Boilers        

Melting  point  of  metals  .  . 
Percentage  of  fuel  saved  by  heat 

ing  feed  water  .... 
Properties  of  saturated  steam 
Record  of  raising  steam  .  . 
Relative  economy  of   cylindrical 

and  water-tube  boilers 
Results  of  tests 

U.  S.S.  "Alert"     . 

U.  S.  S.  "Annapolis" 

Auxiliary  machinery  of  Lake 
vessels,  steam  consump 
tion  of 

U.  S.  S.  "  Cincinnati  "  1 57,  1 58,  1 59,  161 

Cylindrical  boilers  vs.  water 
tube  boilers 

Experimental  marine   boiler 

Steamship  "John  W.  Gates" 

Lake  cargo  steamers    .     .     . 

U.  S.  S.  "  Marietta"    .     .     . 

"  Alex.  McDougall  "... 

Steamship    "  Pennsylvania  " 

Sea-going  dredger  for  Indian 

Government     ....  163 

H.  M.  S.  "  Sheldrake  "     .     .   58,  59,  61 


161 

73 
75 
97 


167-169 
83,  156 

107 

91 

•36,157 

35 

137 
43.45 


147 


35 
133 
.65 
141 

41 

149,  151 

146 


T 

*  PACK 

Tables — continued 

Temperature  and  pressure  of 
steam    for  each    ]4.  inch  of 

vacuum 93 

Water  between  32°  and  2 1 2°  Fahr.  95 

Weight    of    water   contained  in 

boiler 157 

"  Tasso,"  voyages  of  Steamship     .     .  49 

Temperature  of  fire 83 

Temperature  of  gases  passing  through 

boiler,  "  Cincinnati  "  tests     .  156 

Tests 

Tests    of    boilers,    methods     of 

making 131 

"Alert "  boiler,  tests  of       .     .     .  135 

"  Annapolis,"  trial  of      ...     .  43 

Auxiliary    machinery    of      Lake 

vessels,  tests  of  ....  147,  149 
"  Cincinnati  "  boiler,  tests  of  .  1 53-161 
Cylindrical  boilers  vs.  water-tube 

boilers 35 

Experimental  boiler  at  B.  &  W. 

works 133 

"  John  W.  Gates,"  coal  consump- 
tion of  Steamship    ....  163 
Lake  cargo  steamers,  tests  of      .  141 
"  Marietta,"  coal  consumption  of  41 
"  Alex.    McDougall,"      tests     of 

machinery       149 

"  Pennsylvania,"    trial  of   steam- 
ship and  tests  of  boilers  .     .  143 
Sea-going     dredger    for    Indian 
Government,  tests  of  boilers 

of 163 

H.  M.  S.  "  Sheldrake,"  sea  trials 

and  tests  of  boilers      ...  55 

Water-tube  boilers  at  the  Impe- 
rial Experimental  Station  at 
Charlottenburg,  tests  of  .     .  53 

Testing  steam,  method  of      ...     .  loi 

Testing  water  for  corrosiveness      .     .  122 

"  Texas     City,"     boiler     of      Steam 

Dredger 67 

"  Trophy,"  boiler  of  yacht     ....  17 

"  Truro,"  voyages  of  .Steamship      .     .  49 

Tubes,  expanding  and  removal  of       .  129 

u 

United    States     Navy,    adoption    of 

water-tube  boilers  in    .     .     .         33,  51 

U.  S.  Monitors,  reboilering  of    ...  113 

U.  S.  standard   gallon,  contents  and 

weight 96 

Use  of  lime  and  soda  for  preventing 

corrosion 118-119 

Use  of  zinc  for  preventing  corrosion  122 


Vessels  in  which    Babcock  &  Wilcox 
Boilers  are  installed     .     .     . 

w 

Ward  water-tube  boiler 

War   service  of   the   U.  S.  Gunboat 
"Annapolis" 


167 

13 
46 


177 


w 

•*  PAGE 

Water,  weight  and  temperature  of  93,  96 

Water-tube   boilers   at   the   Imperial 

Experimental  Station,  Char- 

lottenburg,  tests  of       ... 

In  the  United  States  Navy      .     . 

Requirements  for  marine  service 

Status  and  history 

With  closed-end  tubes   .... 
With   tubes  connected    at   both 

ends       

Weight  of   Babcock  &  Wilcox  Boil- 
ers    135,  143,  153,  164 

Weight  of  water  in  Babcock  &  Wil- 
cox Boilers      ....     135,  153, 
Weight  and  specific  heat  of  water 
Weight  of  gallon  of  water     .... 


53 

33.51 

21 

5.8 
8-13 

14-20 


157 

95 
96 


W 

Wiegand  water-tube  boiler    .... 

Wilcox  water-tube  boiler 

Wilson,  Thomas,  Sons  &  Co.,  Ltd. 
Ships  of,   fitted   with    B.  &    W. 

Boilers 

Boilers  of 

Wolvin,  A.  B.,  first  instalment  of 
water-tube  boilers  on  Great 
Lakes 

z 

"  Zenith  City,"  boilers  for  Steamship 
"  Zenith   City,"  repairs  to  boilers  of 

Steamship 

Zinc,  use  of,  for  preventing  corrosion 


INDEX   TO    ILLUSTRATIONS 


"  Alert,"    arrangement    of    boilers   in 

U.  S.  S       134 

"  Alert "  type  of  Babcock  &  Wilcox 

boiler,  1899 20 

"  Alert  "  type  of  Babcock  &  Wilcox 
boiler,  section  showing  path 
of  the  gases 79,154 

"  Alex.  McDougall,"  Steamship      .     .  148 

"  Algiers,"    boiler    for    floating    Dry 

Dock 66 

"  Atlanta,"  U.  S.  Cruiser 70 

Boiler 71 

Boilers,  arrangement  of  ...     .  72 

"  Annapolis,"  boilers 42 

U.  S.  Gunboat 44 

"Anteleon,"  Hopper  Dredger    ...  68 

"  Archer,"  Steam  Dredger      ....  64 

B 

Babcock  &  Wilcox  Boilers 

Babcock  &  Wilcox  designs,  1868 

and  1873 15 

Babcock  &  Wilcox  design,  1881  16 
Babcock  &  Wilcox  design,  1895               '7 
Babcock  &  Wilcox  "  Alert "  type       79,154 
Of    U.    S.    S.    "  Alert,"   arrange- 
ment of 134 

In    large    lake    cargo    steamers, 

arrangement  of 140 

Of  U.  S.  S.  "  Atlanta,"  front  view 

showing  tube  doors      ...  71 
Of  same,  arrangement  of     .     .     .               72 
Of  U.  S.  S.  "  Chicago,"  arrange- 
ment of 36 

Of  U.  S.  S.  "Denver,"  arrange- 
ment of 104 

Of    U.    S.    S.    "Marietta"    and 

"  Annapolis  " 42 

Of  Yacht  "  Reverie "      ....  17 

Of  Dredger  "  Samson "  .     .     .     .  22 

Of  H.  M.  S.  "Sheldrake"  ...  56 

Of  U.  S.  S.  "Wyoming"    ...  32 

Of  S.  S.  "  Zenith  City  "  .     .  18 

B.abcock  &  Wilcox  Co.,  works,  Bay- 

onne,  N.  J 132 


B 

Babcock  &  Wilcox  Compagnie  Fran- 

caise,  works,  Paris,  France 

Babcock    &     Wilcox,     Ltd.,     works, 

Renfrew,  Scotland  .... 

Barrus  throttling  calorimeter      .     .     . 

Boilers,  rail  shipment  to  Pacific  coast 

Boiler  tube,  Diirr 

Montupet 

Niclausse 


"  California,"  U.  S.  Armored  Cruiser 

Calorimeter  for  coal 

For  steam 

"  Canonicus,"  U.  S.  Monitor       .     .     . 

Casing,  construction  of,  B.  &  W.  boiler 

"  Charles  Nelson,"  Steam  Packet  .     . 

"  Chicago,"  boiler  room 

U.  S.  Cruiser 

"  Cincinnati,"  boiler,  temperature  of 
gases  passing  through  boiler 
as  shown  by  melting  point 

of  metals 

U.  S.  Cruiser 

Circulation  of  water  in  B.  &  W.  boilers, 
section  showing  discharge 
from  circulating  tubes     .     . 

"  City  of  Nanaimo,"  Steam  Packet     . 

Compagnie  Francaise,  Babcock  & 
Wilcox,  Paris,  France,  works 
of  the 

"  Cornell,"  S.  S 

D 

December  on  Lake  Superior 
"  Denver,"  U.  S.  Cruiser  .  . 
Arrangement  of  boilers  . 
"  Dirigo,"  Steam  Packet  .  . 
Dredger  for  the  River  Volga 
Drum — details  of  construction  . 
Drum  fittings — front  view  of  boiler 
Drum  head — forged  steel 

Durr  boiler  tube 

Dusting  panels,  Babcock  &  Wilcox 
Boiler 


PAGB 

12 
IS 


49 
17 


19 


19 

114 
122 


160 

162 
lor 
47 
13 
13 
13 


126 

88 

lOI 

38 

24,  28 

114 

4 

34 


156 
152 


100 
94 

160 
108 


iSo 
102 
104 
144 
62 
125 
26 
27 
13 

29 


178 


E 


"  Edna  G,"  Steam  Tug 
Efficiency  diagram  .  . 
Expander  in  position     . 


PAGE 
128 

86 
129 


R 


"  Reverie,"  boiler,  1889  .     .     . 

Yacht 

Riveted  joint 

"  Robert  Dollar,"  Steam  Packet 


17 
16 

27 
98 


Floating  Dry  Dock  "  Algiers,"  boiler 
for 

Forged  steel  drum  head 

Forged  steel  header 

Forged  steel  section 

Foundation  and  structural  iron  of 
casing,  B.  &  W.  Boiler     .     . 

G 

•♦Grattan,  W.  S.,"  Fire  Boat    .     .     . 


H 


Header,  forged  steel  . 
"  Hermes,"  II.  M.  S. 
"  Hotspur,"  Steam  Tug 


K 


"  King  Edward  VII  " 


M 

Mahler  calorimeter  for  fuel    .     .     .     . 
"  Mahomet     Ali,"     Nile      Passenger 

Steamer  .... 
"  Mahopac,"  U.  S.  Monitor  . 
"Manhattan,"  U.  S.  Monitor 
"  Marietta,"  U.  S.  Gunboat 

Boilers  of  ...     • 

Order  for  fire  brick 
Methods  of  installing  B.  &  W.  Boilers 

in  vessels 

N 

"  Nanaimo,  City  of,"  Steam  Packet    . 
"  Nebraska,"  U    S.  Battle  Ship      .     . 

"  Nero,"  S.  S 

Niclausse  boiler  tube 

"  Nome  City,"  Steam  Packet     .     .     . 


o 

Ore  Docks  at  Two  Harbors,  Minn.     . 

P 

"  Pennsylvania,"  S.  S 

Plug  extractor 

Pontoon     pipe     line     for      Dredger 

"  Texas  City  " 

"  Presque  Isle,"  S.  S 

Pressure   parts,    boilers   for    Dredger 

"  Samson  " 

Pressure  parts,  boiler  for   H.   M.  S. 

"  Sheldrake  " 

R 

Rail  shipment  of  boilers 

"  Rainier,"  Steam  Packet        .... 
"  Raleigh,"  U.  S    Protected  Cruiser    . 


66 

27 
21 
23 

24 
106 


21,  23 

52 
78 


150 


88 

no 

174 

112 

40 

42 

39 

80,  166 


94 
84 
48 

13 
116 


129 


142 
129 

67 
76 

22 
56 


47 

90 

120 


Cargo 


'<■  St.  Louis,"  U.  S.  Protected  Cruiser 

Section,  forged  steel 

Semi-marine  boiler      .     .     .     .     . 

Semi-marine  boiler  for  "Texas  City" 

"  Sheldrake,"  H.  M.  S 

Boiler        

"  Shelikof,"  Steam  Whaler    .     .     . 

Shipment  of  boilers  by  rail    .     .     . 

Ships  fitted  with  Babcock  &  Wilcox 
"  Alex.  McDougall "  .  .  .  . 
"Annapolis,"  U.  S.  Gunboat  . 
"Atlanta,"  U.  S.  Cruiser  .  . 
"Augustus  B.  Wolvin"  .  . 
"California,"     U.     S.    Armored 

Cruiser 

"Canonicus,"  U.  S.  Monitor 
"  Charles  Nelson,"  Steam  Packet 
"Chicago,"  U.  S.  Cruiser  . 
"Cincinnati,"  U.  S.  Cruiser 
"City of  Nanaimo, "Steam Packet 
"  Cornell,"  Lake  Cargo  Steamer 
"Denver,"  U.  S.  Cruiser 
"  Dirigo,"  Steam  Packet 
"  Edna  G,"  Steam  Tug 
"  Empire     City,"     Lake 

Steamer 

"  Hermes,"  British  Cruiser 
"Hotspur,"  Steam  Tug  . 
"  King    Edward    VII,"    British 

Battleship 

"  Mahomet  Ali,"  Nile  Passenger 

Steamer 

"Mahopac,"  U.  S.  Monitor      . 
"Manhattan,"  U.  S.  Monitor 
"Marietta,"  U.  S.  Gunboat 
"  Nebraska,"  U.  S.  Battle  Ship 
"  Nero,"  English  Freight  Steamer 
"  Nome  City,"  Steam  Packet 
♦'  Paraguay,"  Lake  Cargo  Steamer 
"  Pennsylvania,"      Lake      Cargo 

Steamer 

"  Presque     Isle,"     Lake     Cargo 

Steamer 

"  Rainier,"  Steam  Packet  .  .  . 
"  Raleigh,"  U.  S.  Cruiser  .  .  . 
"  Robert  Dollar,"  Steam  Packet 
"St.    Louis,"    U.    S.    Protected 

Cruiser        

"  Santa  Ana  "  Steam  Packet  .     . 
"  Sheldrake,"  British  Gunboat 
"  Shelikof,"  Steam  Whaler      .     . 
"  Spokane,"  Passenger  Steamer  . 
"Superior     City,"    Lake    Cargo 

Steamer 

"Truro,"  English  Freight  Steamer 
"  Wyoming,"  U.  S.  Monitor  .  . 
"Zenith      City,"      Lake      Cargo 

Steamer 

Steam  calorimeter 

Stevens'  boat,  machinery  of        .     .     . 
Structural  iron  of  casing ,  B.  &  W.  Boiler 


boilers 


130 

23 
60 
66 
54 
56 
122 

47 

148 
44 

70 
124 

126 

38 
114 

34 
152 

94 
108 
102 
144 
128 

124 

52 
78 

150 

no 
174 
112 

40 

84 

48 

n6 

106 

142 

76 
90 

120 


130 
96 

54 
122 
no 

92 
50 

74 

30 

lOI 

8 
24 


179 


l  PAGE 

*' Texas  City,"  boiler  for      ....  66 

"  Texas  City,"  Dredger 67 

Torpedo  Boat 46 

"Truro,"  S.  S 50 


w 

Water-tube  boilers 

Alban,  1843       ^° 

Anderson,  1S75 11 

B.  &  W.,  "  Alert  "  type  ....  20 

B.&W,  1868-73 15 

B  &  W  ,  1881 16 

B.  &  W.,  1895 17 

B.  &  W,  1896 19 

Eve,  1825 ■     .  9 

Field,  1866-7 10 

Griffith,  1821 9 

Kelley,  1873 12 

Lane 11 

Miller,  1870       it 


W 

Water-tube  boilers — continued 

Morrin.  1S85 12 

Perkins,  1832 9 

Stevens,  1804 8 

John  Cox  Stevens,   1805     ...  14 

Chas.  Ward,  1887 13 

Wiegand,  1872 12 

Wilcox,  1856 15 

"  Wolvin,  Augustus  B.,"  S.  S.    .  124 
Works  of  The  Babcock  &  Wilcox  Co., 

Bayonne,  N.  J 132 

Works   of  Babcock  &  Wilcox,  Ltd., 

Renfrew,  Scotland  ....  162 
Works  of  the  Compagnie    PVancaise 
Babcock    &    Wilcox,    Paris, 

France        160 

"  Wyoming,"  boiler  for 3- 

"  Wyoming,"  U.  S.  Monitor       ...  74 

z 

"  Zenith  City,"  boiler 18 

"  Zenith  City,"  Steamship      ....  30 


December  on  Lake  Superior 


180 


The  Knickerbocker  Press 
New  York 


909015  W'^-f/f  5 


Libira:#y 


IS. 


THE  UNIVERSITY  OF  CALIFORNIA  LIBRARY 


